Aviation Week 1929-08-24

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August 24, 1929 A McGraw-Hill Publication 20 Cents per Copy Magazine : NATIONAL 417 RACE NUMBER CLEVELAND SHOW FORECAST ...STORY OF RACES... Secretary Davison... Secretary Ingalls ... Clarence M. Young ... Lieut. Doolittle ...C. S. Jones ... Capt. Goodman-Crouch ... Senator Bingham ...Commdr. Scaroni... B. G. Leighton

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From the Is Building the Plane of Tomorrow HE B/J organization did not grow. To design’ and build the new B,J plane this company has deliberately drawn together out- standing leaders in every department of aircraft design, engineering and manufacture; such men as Bertiner, Vice-President, designer and builder erliner helicopter and monoplane, and President of the absorbed Berliner Aircraft Company. Frank S. Hussar, Chief Engine nical deparement exe sultant on design Wituase Warr, Jr., Chief of Design, design engineer of many of the most successful and best known airplanes, including Schneider and Pulitzer Trophy racers. Ean P. Osporn, Chief of Structures, an experienced stress lyst with valuable experience in propeller manufac- ture and as chief of structural section. Wiuiam H. Minter, Chief of Research, designer of the wind tunnels at Massachusetts Institute of Technology and experienced in aerodynamic research work. Tuomas E.Prut, Factory Superintendent, formerly factory superintendent of the Naval Aircraft factory at Phila- delphia. an experienced tech- ad, and well known con- A balanced staff of seasoned experts such as these is building the new B/J from the ground up—up to scandacds thacare terrain to make de “The Pacemaker of the Air.” You may, indeed, expect great things of the new B/J. TEMPLE N. JOYCE, B/J Vice-President, HAROLD A. BACKUS, in charge of Sale B/S Chich of M WW, Moss, B/J President AVIATION , 1929 August 2 round Up | BERLINER-JOYCE AIRCRAFT ‘CORPORATION joMING events cast their shadows before—and Guess coming not only the new B/J Plane but the new B/J sales plan and advertising, establishing for B/J Plan -making position in the conscious ness of airminded Americans. Built in a new quarter- million dollar plane with every facility for high-qual- ity, low-cost production, B/J Planes will be ‘Pace makers of the Air” in saleability as well as in perform- ance. Write to G. Roger Coats, Commercial Sales Manager, Berliner-Joyce Aircraft Corporation, Bal- timore, Md., for advance information about the B/J sales plan, AVIATION August 24, 1929 THE RESULT of UNIFIED DESIGN - The Hess-Warrior Engine Small—compact. Instantly alert to. the throttle’s urge—that's the Argo. If desire speed, 125 miles per hour or, you can cruise at 100. And an acre of ground isn’t necessary for either take-off or landing. Qe ALLIANCE AIRCRAFT CORPORATION, ci//iance,0.

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2 AVIATION AVIATION August 24, 1929 August 24, 1929 eae vx a The definite superiority of the oleo-pneumatic principle of absorbing landing shock has been proven by the adoption of Aerol Landing Struts as standard equipment by prominent manufacturers. Practically all others offer them as optional equipment. Aerol Struts are manufactured by The Cleveland Pneumatic Tool Co., Cleveland, Ohio. See the Aerol Strut Exhibit at the National Aeronautical Exposition. ee oo

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AVIATION August 24, 1929 1 pg Twentieth Year of The Glenn L. Martin Company bids fair to be its year of greatest contribu- tion to the advancement of aeronautics. THE GLENN L. MARTIN CO. Builders of Quality Aircrafe since 1909 BALTIMORE + MARYLAND. AVIATION August 24, 1929 See the AIRCRAFT Seintilla Aireraft Magnetos are standard with Army and Navy They are selected because of their DEPENDABILITY SIMPLICITY ACCESSIBILITY Scintilla Aircraft Magnetos are standard equipment on Aircraft engines built by ‘Acromarine Corporation Alliance Aircraft Corp. American Cirrus Engines, Inc. Axelson Macl ine Company Brownback Motor Laboratories, Inc. Continental Moters Corp. Curtiss Aeroplane & Motor Co. Kimball Aircraft Corp. Kinner Aeroplane & Motor Corp. LeBlond Aircraft Engine Corp. Lycoming Mfg. Company Michigan Screw Company National Aero Corp. Packard Motor Car Company Pratt & Whitney Aircraft Co. Rocky Mt. Steel Prod., Inc. Velie Motors Corp. Warner Aircraft Corp. Wright Aeronautical Corp. and other well known aeronautical engine builders at the NATIONAL Ar BACEs and Aeronautical Exposition « Cleveland August 24th to September 2nd Scintilla Aircraft Magnetos can be obtained for engines of fromane to eighteen cylinders, aajority of modern nm Aeronautical Engines are equipped with Scintilla Magnetos. SCINTILLA MAGNETOS SCINTILLA Parts Dealer Ser- Vice Stations LOS ANGELES, CALIF, Pacific Airmotive Corp. 3417 Angeles Mesa Drive . W. PALM BEACH, FLA. Suteliffe’s Automotive Electri Service Co. Comer First and Olive Streets L + CHICAGO, ILL, Mlinois Auto Electric Co, 2450 Calumet Avenue + DETROIT, MICH, Greenleaf, Inc. 3127 East Jefferson Ave, + NEW YORK CITY Manhattan Ignition Corp. 206 W. 68th Street + TULSA, OKLA, ‘Magneto Ignition Corp. 304 E. Second Street ° PHILADELPHIA, PA. J. W. Parkin, Jr. Ignition Specialist 2251 N. Broad Street SCINTILLA MAGNETO CO. Inc. SIDNEY - NEW YORK Contractors to the U.S. Army and Navy uw

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6 AVIATION August 24, 1929 PLANES provide 230 hours’ instruction in thirty days Wesronsrix Aurour Conronariox, Anxowk, N.Y, recently parchased six Fairchild KR sus with Weight engines, One w sold immediately and another fv in saies stock re used daily for stalent trai and hops. The wxth is held in Peserve, BARRETT, Jr., of Westchester Airport, “One great advantage for the operator in the believes in training students in modern three-place Fairchild KR $4 is that you can use ‘The kind they will want to buy and you these ships also for hops and taxi work. For this will want to sell,” he says. And so, this summer, service, we simply remove the controls from the he switched to Fairchild KR 34s. In the first front cockpit and go. That doubles the value of month’s operation his three regular Fairchild KR the equipment without extra expense.” training ships had 107 hours, 68 hours and 55 . * * hours respectively in the air. His relief instruction _Let us tell you the whole story of the Fairchild y been needed. KR 384 and other fine ai -y are fine ships,”’says Mr, Barrett.““It is not " s for new catalog. for us to use them six hours a day for in- — Faikewi An handle well. The pilots like them. fi ‘The students like them. Just one little point, for example. By throttling back only slightly planes in this Tine. 1 MANUFACTURING CORPORATION DALE, La I, NEW YORK, nw. Md.. Lon District Optce Plants H1P.Q..Canmada KR AIRPLANES peTtAc piRPORT SS, iil At Pontiac glides along/the track, pushing a line of doors around the corner. It moves quietly, speed, opening or closing the mere fraction of the time required “by hand.” Allen & Drew Electrical Drive Unit installations is easily applied to any hangar door. It supports the door on fouble flanged wheels, each of which is by a worm. Traction is underneath, whgre it should be. There are no racks, chains or/cables, and no heavy upper structure to give ‘ouble. You don’t change the hangar at all. ‘Just motorize one door for each track. It acts as an electric locomotive, moving forward or backward, pushing or pulling the doors. Controlled by fool-proof push buttons on the door itself, or by remote control located at any convenient point in hangar or office. Motorized to operate on your regular lighting or power circuit. Low operating cost. Quick opening and closing is always an advan- tage, especially in cold weather. One man can now handle an entire entrance, saving time, labor, and money for you. Let us submit full information and pre- cise estimate. We can motorize your doors, no matter what type they may be! Open Sesame/ See our Exhibit at NATIONAL AERONAUTICAL EXPOSITION CLEVELAND, OHIO ‘August 24th to September 2nd ESPLANADE — BOOTH B-1 ALLEN Engineers and Manufacturers Specializing in Motor Operated Doors, Windus. Curtains, Stages and other Structures NO.45 BROOKFORD STREET, CAMBRIDGE. Massachusetts

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AVIATION August 24, 1929 OF THE AIR FA in the sky a droning roar . . . the airplane motor’s paean of power. Far behind the clouds it soars on wings of metal, gleaming white ... the air- plane motor, conqueror of the air. Always behind this conquest will be found an industrial organization whose skill and experience have made possible this conquest and safety in the air. Continental Motors Corporation builds into its line of Red Seal Aircraft Engines the quality begotten of 28 years’ specialized experience in designing gasoline mo- tors, of which it is the world’s largest exclusive producer. CONTINENTAL MOTORS CORPORATION AERONAUTICAL DIVISION Office and Factory: Detroit, Mich., U. S./A. tinenta AVIATION, August 24, 1929 AIR INVESTORS INCORPORATED OWNING securities of 31 enterprises, the corporation gives to its stock- holders a diversified investment in aviation based on sound research and analysis. MANAGED by a Board of Directors of men outstanding in aviation and successful in other nationally known organizations, the corporation is as- sured of close contact with the industry combined with independence of judgment and action in the investment of its funds in new or developed enterprises. ed amongst the industry's various activities INVESTMENTS are div including aircraft manufacturing, transport operations, airports, engine manufacturing, accessories and other allied operations. Not ever 5.5% of the corporation’s assets were invested in any one enterprise on July 31, 1929. ASSETS as of July 31, 1929 exceeded $5,200,000, without including un- realized book profit on securities owned. $——__|[ pirecrors }————_¢ Davin C. Beewn, New York Joun S. Lawrence, Boston James L. Breese, JR., Chicago La Morte T. Conv, New York Howarp Coontey, Boston W. W. Crocker, San Francisco SuerMan M. Farrcuitp, New York Taxsor O, Freeman, New York LEN S. Hare, New York Cuartes W. Kettoce, New York Srymovr H. Knox, Buffalo Rosert Lenman, New York Wituiam B. Mayo, Detroit Grorce Mixter, New York Rotanp Lorp O’Brtan, Buffalo Freperick S. Pratt, Boston G. Hatt Roosevett, Detroit Rosert T. P. Srorer, Boston Wittiam B. Srour, Detroit Wituiam E. Tucker, New York Fenton B. Turck, Jr., New York Harvey L. Witniams, New York Information on the Corporation's capitalization, earnings, investments and operations m upon request to HarceyL.Williams, President, Air Investors, Incorporated,20 Pine St., New York City

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AVIATION 1L August 24, 1929 10 AVIATION Angust 24, 1929 Glenn Curt Albany to fights. VCSCWMINE, THE IMPROVED c AXELSSON ee the United States. loits of U. 8. Army Aviators jorld War. sation ned the corner. Busi K c air. Todayspiammoth commercial transports bear little semblane ¢ pioneer planes of an earlier day. icengine design and operation have been even fin changes in outward appear ce with the march of progress, the modern ne must travel at a cruising speed of more than hour—must carry easily a pay load of many of pounds—must function perfectly, day in, day » 00H strict schedul rn flying condi hard-working aircraft e1 Cleveland August 24 to Sept. 2 ns place an added strain upon wines demand Art Goebel's Dole Ps cineo to Honaluta. crvice prove conclusively that the New Mobiloil Aero H possesses unusual characteristics giving certain marked advantages in operati Joe id prompt distribution at low tem Cloned Lindberth’s epochal ght from New xelson has York to Paris, and his good-will trp to Mexico seven-cylinder radial, Central Amerien and Weat Indies, improved engine will be presented at the Cleveland Show, August 24 to September 2. dgment of its quality is left in your hands. ic amine the improved features closely. | Obs power Inspect it ve their simpli Lee anid Sout paetness ‘The New Mobiloil Aero H is now available of tlie entice engine hird degree at. or conveniently near, every airport in the q analy country. Look for the red Gargoyle sign, Within its class it outperforms every motor in point of power. flexibility, acceleration and economy of gasoline and oil. Watch . Axelson performance e races and in the demonstration Capt. Sir Hubert Witkin« frst arctic ht fishes tests. But above all, er ¢ Axelson booth. It in history. is destined to be the Axelson Aircraft ae sé Company Yes érday the New #3 an California From the very beginning of aviation history Gargoyle Mobiloil has played an outstanding part in the thilling pageant of events that hhave made aviation history. Thove listed above are but a few of the more famous Mobiloil- lubricated lights, AXE LSONea ENGINES AERO H VACUUM OIL COMPANY. aghequality Los Angeles

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- AVIATION AVIATION e Aug 929 August 24, 1929 SEAPLANE FLOATS FLYING BOAT HULLS ALL METAL ALL WOOD COMPOSITE (Metal and Wood) Built to your specifications ALSO TANKS Gas or Oil » » WOOD and METAL PARTS » COWLINGS » COLLECTOR RINGS. » » » » » » ALUMINUM » ALUMINUM ALLOY » » MONEL and STAINLESS STEEL PARTS and FITTINGS. ALUMINUM ALLOY HEAT- TREATING. » » » » 2» » » 3» bs WM.WIESE & CO,,1Nc. 234 WEST 56TH STREET pe \ ee J) alk SEYMOUR J. BAUM, Inc. i 2 268-288 ALBION ST. ELMHURST, L. I. AM, a ha Dn a ee ee . Near Queens Boulevard Telephone Newtown 4420

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eae AVIATION = AVIATION Tipit 24,1929 August 24, 1929 CYOMAE 1, AIR CRABT EN GIMME Ss ABOUT THE COMET... Design approved by U.S, Department of Commerce . . . 50 hours continous test. . . Certificate No. 9. . . in service more than a year on 12 makes of planes. Manufactured at Madison, Wisconsin, under direction of the Gisholt Machine Company, builders of fine machine-tools in use throughout the world, Engineering staff headed by men with long experience in Army, Navy and commercial aircraft engine development. FOR THE SAFETY OF PASSENGERS |ARRYING passengers adds to your responsibility-makes it even more necessary to reduce hazards by every available means. That’s why so many transport vantages over other methods. It removes all the paraffine wax, while preserving all the lubricat- ing bodies in the crude. Elimina- In tion of the wax is responsible for Ohio companies rely on -TP- to keep _jts low cold test arson —“Beepsinet running smoothly. 1a terms of performance this TP» Aero Aero Motor “TP. Aero Motor Lubricating means uniform viscosity at all Valve Spring Lubricating Oi! Oils are new—the latest develop- Tier ment in scientific lubrication. They have been tested and ap- proved by leading manufacturers of airplane engines and by many leading pilots. They are straight- run oils, not blended or com- pounded, produced from pure, paraffine-base crude by a process for which patents are pending. This process has marked ad- working temperatures, minimum carbon deposit and ignition trouble from fouled spark plugs, easy cold priming, immediate oil pressure, perfect lubrication winter and summer, on the ground or at high altitudes—a maximum of safe flying hours. A handsome, practical Pilot’s Log Book sent free on request. Marketed in Also ‘omet may be seen at booth 116, Cleveland Air Show. ic Theos iy BE seen ope TIS ee TEXAS PACIFIC COAL AND OIL COMPANY -TP. Aero 17 erlinders—-150 H.P.1 ‘The Standard Oil FORT WORTH, TEXAS Rocker Arm ‘Company of Ohio New York St. Louis Los Angeles Lubricant COMET ENGINE CORPORATION MADISON, WISCONSIN, U.S.A. -TP Aero Motor LusmcatingOn

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16 AVIATION August 24, 1929 FEATURES THAT MAKE “THE FLEET” AN ECONOMICAL PURCHASE wa — ~ BLACK & DECKER CATALOGUE of €LECTRIC TOOLS for / AIRCRAFT PRODUCTION AND MAINTENANCE ‘This catalogue includes complete details on the new and revolutionary method of recondition- ing valve seats in airplane motors. we F ROM the propeller hub-nut to the trailing edge of the rudder, quality is the dominant keynote Write to: AIRCRAFT DIVISION The BLACK & DECKER MFG., CO. TOWSON, MD. U.S. A, of “The 1930 Model Fleet’. Built to fulfill every pertinent requirement of sport and flying instruction ++. to fly with strength factors well in excess of Army, Navy and Department of Commerce require- ments—“The Fleet” possesses innumerable features which are not found in the usual commercial train- ing plane . . . reasons why “The Fleet’ can truly be described as the plane which is built to a standard . +. Mot to meet a price. On the pages that follow you will be shown graphically a few of the unique and distinctive features that make “The Fleet” an economical purchase. FLEET AIRCRAFT

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A) installation of extra fuel FOURTEEN RE ASONS WHY Wings are of all-metal 1D tank for cross country flying construction with exception i Sp owlons wiih oreides “THE F LEET” Sea ai ooaeed by pale of 50 gallons which provides 7.5 hours endurance at cruis- pull tubes. ingspeed IS AN ECONOM ICAL PURCHASE To increase bearing area AO . in the wood and to prevent play developing in service .- every bolt piercing the Be stabilizer is adjustable from either cockpit while in @ flight. Fin is adjustable on ground. wing spars is surrounded by a large diameter bakelite Welded fuselage construction ... no tie rods ... alloy steel tubes oiled internally and bushing. This is one of the hermetically sealed to prevent internal corrosion. For safety, Department of Commerce many refinements which give strength factor requirements are exceeded in all instances. ..in many cases more than 300per cent. “The Fleet” long life. All wood parts are pro- Ill tected by three coats of first grade spar varnish... one more coat than required by the Army and Navy. This thorough protection not only prolongs the life of the plane, but makes it serviceable in all climates. BB The fuel tank is in upper wing... positive gravity feed « patented fuel gauge ac- curately records level of fuel. Tank can be drained in any flight position. Wherever there is ap- i preciable motion between bearing parts, bronze bear- ings are employed .. . add- ing considerably to both the life and workability of the parts. The engine is bolted to a patented three-point en- gine mount which absolutely prevents crankcase distor- tion. To provide a more sub- fll stantial and beautiful finish... six coats of dope are used on all fabric parts. Ordinar- ily four coats of dope are considered sufficient, SB) Bucket-type parachute seats are standard equip- —_ 7K Mio 1 ment. Rudder pedals are aa Ml used in place of usual foot bar. Elevator is operated by push-pull tube. BB Each cockpitis provided Wing fittings and other M4 with a safety-pad instru- metal parts are cadmium bient boned to mininive dans By Wing cellule in static test actual load of almost 7 tons—nearly 50 per cent plated... a more costly pro- ger of injury in accidents. greater than Department of Commerce 'equirements. cess than zinc plating, but Unobstructed and easy three times as effective against corrosion. Every part parachute exit are provided. FLE ET A | RCRA FT | N Cc O R PO RATE D is painted after plating. BUFFALO NEW YORK

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21 AVIATION August 24, 1929 RAILROADS - STEAMSHIPS - AUTOMOBILES AND NOW AIR TRANSPORT south—east—west—it is daily growing i in every progressive community. The groping, days are over. Requirements and possibilities are known and anticipated..capital is deeply interested..and freely invested. you—or a group of your business associates are interested in this rapidly developing field—you want full information. Ts the big transportation field today. Facts—graphs—charts—verified figures—have been prepared to help you. They show how and why The Commodore, (luxurious commercial prototype of the Consolidated Patrol Flying Boat PY-1, now used by the Naval Air Service), is especially adapted to the immediate and growing needs of air transportation. The Commodore is an all-American prod- uct—all parts are standardized—an important fact in assuring minimum maintenance. Write for data today con- cerning your particular transport problem. The Commodore has an overall length of 60 feet and a wingspread ‘of 100 feet. It is built to carry a useful load of 8000 pounds, with Passenger accommodations for 20 persons, and cargo cap: oF 200 cubic feet. Cruising range 1000 miles at 110 miles an hour. CONSOLIDATED AIRCRAFT CORPORATION BUFFALO, N. Y. A THOUSAND APPLICANTS FOR FOURTEEN SEATS Six weeks before the Transcontinental Air Transport service commenced, the Pennsyl- vania Railroad reported having received more than a thousand applications for tickets for the first trip. In cash, this represented more than $350,000. Last year the flood of money poured into aviation securities proved the public's faith in the future of aviation. This year, in this way, the public has proved its faith in the present of aviation, when it is conducted by organi- zations that command confidence, in planes the public has learned to rely on for depend- able, safe, comfortable transportation. It is a revealing portent, particularly to those operators who debate the need for fur- ther expansion of equipment at present. For it shows that the people who can afford to fly, who need the time flying saves, are ready and willing to fly. They've discarded those vague “promises” not to fly, you encountered so often a short time ago. It points to a very near day when your present facilities will prove far from ade- quate. For when a thousand people apply for fourteen seats, all signs point to the need for more seats. Ford planes are now being built at the rate of four a week, The expansion of our manu- facturing is predicated on the increasing public demand for transport flying service. It is an anticipation shared in so many quarters that it is still necessary to order a Ford plane well in advance of the time it is expected to be placed in service. Plan now for the needs you must meet next spring. ‘Tue Stour Merar AirpLane Company Division of FORD MOTOR COMPANY Dearborn, Michigan Visitors are alscays swelcome at the Ford Airport at Detroit

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22 AVIATION August 24, 1929 THE BACH TRANSPORT AND SANTA>FE’S CHIEF. BOTH RIDE ON PORT ORFORD CEDAR HE same everlasting quality in Port Orford Orford Cedar. Cut from cold, unsteamed logs it re- Cedar that has kept untreated ties on Santa Fe tains nature’s tremendous ingrained strength, and roadbeds for sixteen years without replacement, yet it is extremely light in weight! Its veneered altho exposed to nature's merciless elements..-i8 panels may be pre found in the stout Bach wing! ion-peeled to a tolerance of .001 of an inch in sheets unmarred by even the slightest Co-Ve-Co Plywood used by Bach and other aircraft imperfection. Send for samples, and then specify manufacturers, is made from carefully selected Port in your next order — “Co-Ve-Co” Plywood! PORT ORFORD CEDAR PRODUCTS COMPANY Marshfield, Oregon Exclusive Sales Representatives DANT & RUSSELL, UNC. ve Portland, Oregon HB. MA Catitorni S PANEL AVIATION August 24, 1929 A~ COMPLETE ~ LINE ~ OF ~ AIRCRAFT ~ EMSCO AIRCRAFT “CORPORATION 23 FOR ~ LAND ~ AND ~ SEA The Emien Cirrus ‘wo-place shor! ad taivieg Plane will be of interest te ‘prospective deters ‘Seta the Cheeland Show High Speed, 130 m.p.b, (1900 rp.) Cruising Speed, 100 mnspsh. (1650 rpm) Landing Speed, full locl, 50 m.p.b. Service Ceiling, 15,000 fi. DEMONSTRATIONS ‘Arrangements for flights in the Emsco Challenger may be mate at the Emsco Aircraft Corporation Headquarters i the Hotel Cleveland ‘or at their exhibit in {he Clecond Show, Ange 24 t0 Sep“ tember 2, “ EMSCO wrémotor Caan ENeER DESIGNED from sound engineering principles proven by 15 years experience in commercial and military aeronautics... buile by master craftsmen ina modern factory... powered with three Curtiss Challengers the dependability of which has astounded the world, the cight-place Emsco Challenger offers dependable air transportation with maximum safety and comfort Only the finest of approved materials are used in the construction. A unique method of insulation reduces cabin noises to a minimum, and the large, luxuriously upholstered, individual chairs assure passenger comfort whether the flight be a hundred miles or a thousand First cost is consistent with practical investment and economy of m: tenance and operation assures profit. Catalog and prices ow request. DOWNEY CALIFORNIA

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24 AVIATION AVIATION August 24, 1929 August 24, 1929 STABILITY —the unseen pilot, rides in every Command-Aire This picture shows the accessible lo» cation of the N. ¥.A.T. Airport at North Bea vens, on Bowery Bay. it shows the port at the time it was opened on June 15th, 1929, The large ramp and the con ant dock for motor-boats can be seen in the photo. THE NYAT AIRPORT at NORTH BEACH a is only [3 minutes from Manhattan Ree he, Cet di fr ten Tage ler ie eee now In operation for seaplanes and thirty-eight minutes without once touching the stick. Command-Aire’s model 5C3 powered with Curtiss Challenger 170 HP. Motor = ‘OW to getin and out of New York City has been a problem ‘Commane- to owners of seaplar jon of the urgent need for a marine flyin York, yet free from HE complete security you plete control at all speeds! routine feel in a Commann- Even should the engine stall, aie fa accessible to D due to positive, in-built, the pilot can safely land his balance and sta- the hazards o} currents, changing tides, floating elusive superiorith in the pl COMAIAND-AIE- bility is eved through the dhs and heavy water tafe, New Tori Ae eae ale Inc., itself. You sense a subtle dif- MMAND-AIRE flies unrufiled slotted joining of ailerons to hag selecte PIN orn Heanbein. thee sone Queens itarion ference the moment you're in through the severest test an the lower wing—one of 10 obi sey temeiperte Dees Neg eee the air. The invariable stability plane can t when the CARDINAL POINTS of structural ue owners and operators of seaplanes will find an ideal landing place. of the ship gives you a serene pilot leaves the cockpit and superiority built into every 8 : year an excellent flying field of about 200 acres will feeling that a safe pilot is at straddles the fusela ethe ComMAnp-aire, Air-minded ble at North Beach.” the controls. AND THERE IS plane continues its moderns are looking for safety uuisers operating on regular schedule between the for stability holds the stick in der perfect and stability in the planes they airport and East 42nd Street, Manhattan, provide quick access every COMMAND-AIRE. is in no sense buy and fly... CoMMAND-arRE to the city. The running time is only fifteen minutes, affording The exclusive design of Com- — p supplies both to a superlative the qi ge from any airport to Manhattan Island. MANb-aiRE’S slotted ailerons | ae deatee. May we tall -you how? Ther is also'a euavenient motor route by way of the 59th make it the safest plane aloft 2 2 Street Bridge. ae . the ship that posrriveLy COMMAND-AIRE, tne. Air Transport companies, air commuters and sportsmen WILL COME OUT OF ANY SPIN, fies using seaplanes or amphibians, are invited to make use of thi UNAIDED the only plane this modern airport, constructed especially for their con- over which the pilot has com- venience. Here they will find ev: dling, storage, mai hia saa tenance and inspection of airplanes. Manu- facturers and distributors of marive aireraft will find the port OM MA | R ideal for demonstration purposes. Write for our bulletin A-10. — INCORPORATED 4: SS 307 WEST 49Tu STREET, NEW YORK y facility for the safe han- THE PLANE FOR WIDER SALES

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OOKING UPWARD AND FORWARD... . We face the coming years with confidence, eager- ness, expectation. We have the faith that has removed mountains, harnessed rivers, dug canals, erected skyscrapers—faith thats reflected by increas- ing thousands who look upward to new pathways of travel — faithin the belief that men of commerce see new economy, new satisfaction in transportation by air. And this faith is the natural result of Travel Air's accomplishments. Five years of phenomenally swift growth from obscurity to leadership is Travel Air's history . . . five years of achievement . . . five years of building a reputation for dependability in Travel Air planes that is second to none in the entire field of aviation. Dependability in every structural detail of Travel Air Number One (produced in 1924) enabled this famous plane to complete 1750 hours of flying with- out a single replacement. Dependability of this type STANDARD OF LI RCRAFT COMPARISON AVIATION August 24, 1928 AVIATION August 24, 1920 8 TRAVEL AIR, WITH 17 APPROVED TYPE CERTIFICATES, LEADS THE INDUSTRY BY A WIDE MARGIN won first place for Travel Air in the Ford Reliability Tour of 1926; in the Dole Race of 1997. Best of all, this dependability has developed public confidence with the result that today one-fourth of the airplanes used in America were built by Travel Air. From an obscure Wichita workshop to a modern, fully equipped factory occupying a floor space of 116,000 square feet—such is Travel Air's splendid record of expansion. From one plane to a com- plete line, including twelve types that meet every transportation requirement—such is Travel Air's astonishing record of production. | Reliable business men, with or without automo- tive experience, are invited to write for com- plete information about the Travel Air Company —its plans, its policies, and the genuine oppor- | tunity offered by the Travel Air Sales Franchise. “S| TRAVEL AIR COMPANY WICHITA KANSAS

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28 AVIATION August 24, 1929 CHAMPION announees ean compare in safety and dependabili With the introduction of the “Aero A” Spark Plug, Champion brings to aviation a revolutionary new factor of safety and dependability. The result of the most exhaustive research and test, Champion “Aero A” Spark Plugs are so designed that they ca way as to interfere w exclusive dual insulator of sill designed that the primary is completely protected by the secondary dome insulator. The special Champion design affords an extra exposure ion of the not be broken in su’ ha h engine operation. ‘The anite is so arefully proportioned restricted bore of of center electrode and a short proj primary insulator, without interfering in any way with its ability to withstand the maximum amount of heat and CHAMPION SPARK PLUG COMPANY, Concentration on this one type spark plug (Aero A) for all aircraft engines enables Champion by virtue of large production, to offer th vastly superior spark plug at the extremely low price of $1 Champion Aero A Exclusive Features « Restricted Bore. . Special analysis electrode. econdary Sill Dome insulator. . Welded steel termi . Copper seal. . Primary sillimanite insu- lator. 7-8. Molded copper gasket seals. manite Ser eye h insure a long gap life; and Champion’s two-piece construction, including molded copper gaskets which remain absolutely gas-tight. ‘The restricted bore onstruction of the “Aero A” to apply this one plug to practi- cooled © y all the more modern high-compression makes it fea: cally all radial ai practic ines, as well as to water-cooled engines. Install a complete set of Champion “Aero A” Spark Plugs in your ship. They bring to every engine a new factor of safety and dependability and are recognized as the spark plugs whi not fail! CHAMPION SPARK PLU TOLEDO, OHIO; WINDSOR, ONTARIO h can- AVIATION August 24,1929 At Cleveland... AN USUAL, you will hear a great deal about WACO, especially around the hangars. Listen to the talk of those who know airplanes from experience. Count the WACos “on the line”... watch them in the air ...see them at the Show. Consider WACo’s long record of achievements in open compe- tition . . . WACO’s reputation for performance and dependable service . .. WACO’S proven design and rugged construction . . . and the fact that there are more WACOS in use than any other make of commercial aircraft. Then draw your own conclu- sions as to whether or not you should find out more about the largest-selling open-cockpit bi- planes in America. The informa- tion is yours for the asking. THE WACO AIRCRAFT COMPANY, TROY, OHIO

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30 AVIATION August 24, 1929 First in Performance The MONOPREP—Especially de- signed and engincered for safe, eco. nomical craising. Puts two ships on the line ac cost of one. $1 per hour for fuel. Students able to fly modern typeof planemorequickly. Incompar- able for training—Price, $2,835. ‘The MONOSPORT—For the sports- aan pilot seeking high speed, maneu yerability, builtin strength, year round comfort and distinctive luxury. Has beaten in speed everything in its class, Custom built for the most dis- cciminating. $5,750 with Kinner Rine, $6,350 with Warner engine. Know These MONOCOUPE Facts More sold during first year of production than any other commercial plane in the history of the industry. Has never failed to win prize money in any race meet though matched against engines of approximately twice its Horse-Power. Fewer fatal accidents sustained out of the large number of Monocoupes in the hands of amateurs than by the few well known multi-morored planes piloted by men of long experience. There has never been a structural fail- ure, Icis not only approved by the Department of Commerce but all macerials and workmanship approved by a goverament inspector on duty at factory. Low- est priced approved plane in the world. The greatest aircraft value known. Mono- Aircraft planes are purchased with confidence in the responsibility of the Company behind them. Selling che plane and motor as a single unit embraces one of the most comprchensive guarantees known to the industry. MONO -AIRCRAFT August 24, AVIATION 31 20 Unrivaled in Value ‘The MONOCOACH—De Luxe 4-place cabin plane for privace flying or pas- senger service. Dual control. Powered by Weight Whirlwind J5 or J6. The peer of aircraft value, $7,950. ‘The MONOCOUPE—The first success- ful plane designed and engineered es- pecially for the privace flyer. Leads all planes in popularity. Highest. safety factors. Superior structural and aero- dynamic features. Speedy and eco. nomical transportation, Unsurpassed value at $2,835, The MONO-AIRCRAFT Line represents the most comprehensive values in aviation today. They enjoy those superior advantages in performance, reliability and value which make them the fastest selling line to be had. They have a de- cisive appeal to the greatest number of prospects. Each model is a distinctive leader in its class. Unlimited manufacturing facilities, a strong distributor organiza- tion and popularity of design have made possible line production methods of manufacture, with rigid government inspection, permit- ting of the utmost precision in fabrication with great economy— which accounts for the outstanding values Mono-Aircraft offers. Wire, phone or write today for sales franchise information. Division of Allied Aviation Industries, Inc. e MOLINE, ILLINOIS, U.S.A.

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32 ROBIN PERFORMANCE AVIATION AVIATION " August 24, 1929 August 24, 1929 aining AIRTECH SCHOOL OF AVIATION’ SAN DIEGO CALIFORNIA for Aeronautics. Tr School a? Pursuant to the authority of Sec. 3-D of the Air Commerce Act of 1926, as amended > an FLYING Coonan a Miceotar of herook for Assistant Secretary of Commerce

EXPIRES JULY 15,.1950. ISSUED Y 18, 1929 a a WHAT THEY SAY

The R. H. Baker Company has two large piping contracts in the vicinity of Poughkeepsie, N. Y., totaling in excess of $1,000,000. For three months Robins have been used with unfailing regularity to transport executives to these jobs from Boston—and this is what Mr. Robert H. Baker says: “We feel that the Robin has the finest performance of any Ox motored information

plane.” a a WHY THEY SAY IT The Robin is a product of a sound, scientific engineering system—design experts Approved School Certificate write for This is to certify that _szarson_sonoon or avzatzon created it; aerodynamical engineers (in the wind tunnel) predetermined its per- formance; structural engineers guaranteed its strength and safety; chemical engineers and metallurgists recom- mended the materials used in its construction and expert CURTISS craftsmen built it. Thus, fine engineering is responsible for the Robin’s all-around performance and reliability. FLYING SERVICE “\—WORLD'S OLDEST FLYING ORGANIZATION’ Sole Sales Agents for 2 CURTISS-ROBERTSON AIRPLANE MFG. CO. Located at AIRIRCH FIELD, SAN DIEGO, CALIFORNIA Appr. OVE __rransPoRr, LINTTED COUMERCTAL AND PRIVATE - GROUNI February 28, 1929, and the School Supplement, Air Commerce Regulations, the provisions of which are made a part hereof as though written herein. BY DIRECTION OF THE SECRETARY. my Q x W = = 0 O i fe) Fk Zz ll = a < o lu Q 0) Li Kk < | oa O fa] ul E Zz a 27 West 57th Street, New York City, N. Y. Your Guarantee of the Finest

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AVIATION August 24, 1929 and the ENDURANCE RECORD cme means 60 sor saa roc URES CREASE When Dale Jackson and Forest O’Brine established their marvellous sustained flight record of 420 hrs., 21 min., 30 sec., a vital factor in their success was proper lubrication of the rocker arm assembly of the Curtiss Challenger engine which powered their Curtiss Robin Monoplane. Texaco MARFAK GREASE No. 3 was used to lubricate the rocker arm connec- tions throughout this surpassing flight. Manufacturers of a complete line of TEX. ap axcrene visor xB YOR a use co comriss CHALLENGES 208 ‘ACO Aviation Gasoline and TEXACO Airplane Oils. 17 BATTERY PLACE, NEW YORK CITY OFFICES IN PRINCIPAL CITIES taco ANE russe 19 60 cows ponmnTs0X The importance of specifying a proven lubricant such as Texaco MARFAK GREASE is apparent, when it is recalled that many attempts at sustained flying have failed because of failure of the rocker arm assembly due to faulty lubrication. Because of the Texas Company’s unparal- leled distribution in+ 48 states, Texaco MARFAK G {is everywhere available. TEXACO Petroleum Products including AVIATION 35 Angust 24, 1929 attests these facts by its use of CR HEAT-SHAPED PISTON RINGS When the Air Mail Division, U. S. Post Office Department, inaugurated the Air Mail Service, PEDRICKS were chosen as piston ring equipment. The use of PEDRICKS by the Government-operated air lines was continued right up to the time when private contractors took over the service. Now many of the privately operated lines have stand- ardized on PEDRICKS. This record of long-continued service in Air Mail planes surely demonstrates the dependability of PEDRICKS to an extent that no single flight, however famed, could prove. PEDRICKS hold com- pression and prevent oil pumping (spark plug foul- ing)—and continue to do so indefinitely. Philadelphia

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36 THIRTY-FIVE DEALER TALKS No. 4 Prosrect—"Now, here's the idea—I spend a whale of a lot of time on trains—have to cover the entire United States twice a year. I'm pretty well convinced I can do it more economically and quickly by plane.” Curriss Deater—"You certainly can—and we can furnish you whatever you need in that line, For in- stance, the Robin—” Pxospecr—"Doesn’t it hold some kind of an al- titude record?” Cunmiss Deaten—"Yes, and a world’s endurance record, too, It’s a darn good ‘round performer. Handles easily, and it’s inexpensive to operate.” Prospecr—"Sounds good. Now, how do you service it? You seem to be pretty well equipped here, but how about some of the other places I'll have to hit?” Curtiss Deaten—“That’s the beauty of this es you a first-class service Curtiss Flying Service, it gi allover the nation, Why, this year there are thirty-five Curtiss bases established at strategic points—with each base completely equipped to give expert service, im- mediate replacement of parts and maintenance at all times—that means a lot to us who sell aircraft and a Jot to you who buy them.” CURTISS FLYING AVIATION, August 24, 1929 BASES Kad AIRCRAFT SALES AND SERVICE AERIAL TRANSPORTATION AERIAL PHOTOGRAPHIC SURVEYS AGRICULTURAL DUSTING FLYING SCHOOLS CURTISS FLYING SERVICE 27 West 57th Street, New York City “WORLD'S OLDEST FLYING ORGANIZATION’ SOLE SALES AGENTS FOR SIKORSKY AVIATION CORPORATION . . CURTISS AEROPLANE & MOTOR CO., Inc... CESSNA AIRCRAFT CO . . CURTISS-ROBERTSON AIRPLANE MFG. CO. IRELAND AIRCRAFT, Inc. « COMMAND-AIRE, Inc. GREAT LAKES cORPORATION Something brand new in Aviation sport training ship with a pursuit- plane complex! Powered with an American Cirrus line air-cooled engine of 95 horse power, the Great Lakes Sport Trainer is already —a two-plac Mark III four- setting a new pace for its field. Miles per hour faster. Far easier to handl off like a rocket Ideally economical for the trai owner who wants to go places in a hurry sweetest-flying ship through all sorts of we you have ever felt beneath you. Manufactured Under U.S. Department of Commerce Approved akes d lands like a bit of thistledown. ng school or the j AIRCRAFT c LEVELANOD y engineered by a corps of specialists famil- iar with every phase of aeronautics through years of the most practical exper Manufactured by straight in one of the industry’s most complete plants—by asoundly financed organi n of young, aggressive men who know aviation and its requirements. nly natural that, with a background of such fundamental soundness, the new Great Lakes Sport Trainer should present such a remarkable combina- 1 of performance. economy. comfort. and good looks. ¢ production methods ye Certificate Number 167

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GREAT LAKES COR PORATIUION See the complete Great Lake exhibit at spaces A-3 and Cleveland Pu‘ the National Ai id Es aquat Sith to September Bred UiiniHh wes, nian AIRCRAFT c LEveELANOD From the rigid inspection a each succes- sive step in the assembly of the Great Lakes Sport Train- er to the flight test of the completed ship, quality, safety reliable service are uppermost in the mind of every man who has to do with its construction. The fuselage, for instance, is built up of welded chrome molybdenum seamless steel tubing, the wings of spruce and duralumin, the empennage entirely of the latter, all being fabric covered. Every piece of material that goes into the Great Lakes Sport Trainer is laboratory tested. Everything possible is provided in physical equipment, man power and experience to produce quality airplanes on a quantity basis—that is the Great Lakes policy. Yet the price of the Sport Trainer, completely equipped, is only $3985 flyaway Cleveland. Write for complete literature. JIATION August 24, 1929 The Oldest American Aeronautical Magazine Epwanp P, WARNER James H. McGnaw, Jn. Battor “Publlahing Director R, Sipwey Bowen, Jn. Associate Editar Lusue B, Nevius Toohnical Raitor Henneer F. Poweut News Editor Cuantes F, MoRerwouns Pacific Coast Editor > CONTENTS August 24, 1929 James P, Wises Assistant Editor Cuanues H. Gane “Assistant Editor Bann D. Ogponn Contributing Baitor EGifOHal! waticisticeiin sine taesdenanin 375 The National Aeronautic Association’s Patt sccivieteg tenses aannateuhes Ha . 376 The National Air Races and Commercial Aviation 379 The Air Races and the National Defense. 380 Air Racing Technique and Tactics...... 382 A Forecast of the Cleveland Show. . . 387 Races... The Test Block for Aviation... 393 Air Races and Handicapping........... 395 What Air Racing Did for the Italian Industry ...........0. . 400 Nine Years of National Air Racing..... 404 Daily Program of Events at Cleveland... 417 The Military Value of Airplane Racing. 418 The Value of euiplene Racing and the Stock Model . 422 Chronology and “Tabulation of Airplane and Seaplane Records 25 The Development of High Speed Racing WES gn ss oer nacia ce ome annciines «thee 428 The Los Angeles Races, One Year After... 432 Do Airplane Races Stimulate Airplane Sale ews: Sections «5 sonscxzan ause suas ait McGRAW-HILL PUBLISHING COMPANY, INC. Tenth Avenue at 36th Street, New York, N.Y. Machlolit, 8, ¥." Jnuete HL. MeGEa, Board Matcotar Mom, President Inseas H. MoGeaw, Jn. View Pres, 00 (uavatax, Gardlan Halling Vie: Pres ‘Hocan Konan, Vice-Prenident , Vlee-President Director | Deraorr, 4-267 Geperal Motor Bldg 7 Loxvow, é Hourerie St, Landon, E.G Covsriokt, 1989, by MeGrow-Hat Publianing Company, Ie Member 4.8.0. 4 = a Mass.. Harvey, Ill.

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40 AVIATION August 24, 1929 IONEERS in the industry . . . first in the general field of transportation, having successfully devel- oped upholstery and trim materials for leaders in automotive, railway and steamship lines. The Pre-eminent Upholstery Fabric @use MOHAIR VELVETS Striking the keynote in luxury and comfort—genuine Angora mohair fabrics

the most regal and enduring of all textiles. To create an atmosphere of homelike charm in de luxe Plane interiors nothing better than Velmo could be wanted. For Trim and Upholstery GIASE ‘Nace by “savor tts satono wane

entifically Coated Fabric in a variety of colorsand modern patterns for use either for panel or door trim —or as the covering for operator and passenger seats. Remarkably d.

serviceable and economically pr These Chase Aircraft Travel Fabrics Made by SANFORD MILLS

L. C, CHASE & COMPANY, Selling Agents, BOSTON NEW YORK DETRON - SAN FRANCISCO. - CHICAGO

THE OLDEST AMERICAN AERONAUTICAL MAGAZINE A McGRraw-Hint Punticarion .., Estapuisueo 1916

DWARD P. WARN August 24, 1929 .. .ssws

ER, Editor < Next Week HERE NEVER has been a means of transpor- tation available to man which was not very promptly made the instrument of speed competition. From the Olympic ¢ Paddock ; irom the chariot races of the Roman arena to Lexington and Saratoga and Epsom Downs; from Phoenician racing galleys and the war canoes of Indian tribes to Miss America VII and the Bremen; from the De Dion tric Duryea and Arrow and the products of the Miller shops; throughout the centuries the lust for proven speed stands among the strongest of human emotions. Men

games of ancient Greece to Charley

n

je and the one-lunged creations of Charles

Iwood Haynes to Major Segrave's Golden and Duesenberg

barrows; they have raced with ear the rst few feeble hops, they leaped at the have raced with whe ferry boats; and when the airplane began to ck earth with its fi chance to race with ‘There may be differenc year in which the National Air Races started, and about whether this is the seventh or the tenth repetition or something in between. There can be no doubt that post- war competition started as soon as the Army began IN the Armi behind it From the point of view of commercial aviation, the first six of those ten years of racing amounted to little R pec tacular. They taught’ nothing that was not already known about the performance of military planes, for had already made their own per- formance tests under conditions much more exact than the race- tracks provided. They did, to be sure, encourage the building of specialized racing machines, They taught nothing of the commercial airplane for com- mercial airplanes were few and far between. Victories went year after year to an them of military origin, which had been doctored up by raising compression ratios and clipping wing areas. ‘The

irplanes.

s of opinion about the precise

releasing for private sale, within a few months after e, and it now has ten years of history

¢ meets were hippodrome events, bold and the military servic:

quated machines, many of at Cleveland

races served, as they still do, the great purpose of getting aeronautical people together, giving them an occasion jade little or no ng. In fact, stunting exhibitions, which have often gone d off ten novice passengers for every one that has ever been for one great annual gathering, but they n

direct contribution to the coming of commercial fly

along with the race meets, have probably sc

attracted by them. In the last four years there has been an enormous change, and some of those who were most sceptical in 1924 are enthusiastic about competition today. Com- ‘aft construction has come into its own, and

mercia the r products. ‘The N air

course is furnishing the direct test of the ional Air Races are more than a sporting event giving the industry an excuse for a proving-grounds,

holiday, ‘They are one of the industry’s i

(Tomst ate many problems that arise in seeking to make the races as useful as possible. Some of themare discussed at length in articles in this issue of Aviation, gr

and our contributors are not entirely ina

ment among ition of stock model; the question of handicapping, or of efficiency themselves. The question of the de

competitions with the winner determined by formula; the question of how amateur pilots can best be encouraged to enter in larger numbers; the question of establishing a closer relationship between the races and actual commercial operation, all these and others demand further study If the National Air Races are to continue to grow in importance to the industry, they must be predominantly commercial. They must have a drawing power of their own, independent of any military pageantry. They must be planned to show the progress that has been made in developing commercial craft as well as to display pure speed, and to discourage any dangerous or freakish trends in design. Cleveland’s meet, more than any of its predecessors, is of and for the commercial industry. Get out the checkered flag for the winners!

nd invite steadily improved treatment.

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376 AVIATION Auaust 24, 1929 THE National Aeronautic F AIR RACES are to be of value, their management must not only be honest but also skillful and competent. Otherwise the results would not be trusted. The winners would not receive the credit that they deserve ‘The losers would be dissatisfied. Without as- sured honesty and competence, the industry would receive from the competition nothing to which it could pin its faith, Records would cease to have meaning. The spectators, sus- picious of that sort of jobbery and trickery which has at times characterized other kinds of races would lose interest. Racing would not longer be worthy of respectable support Where the development of competition is left to its natural growth, open to the experi- ments of any promoter who comes along, neither honesty nor competence can be taken for granted. Some meets will be well man- aged, but others will not. In order that all ords may be authoritative, and that all race tories may be a source of pride to their winners, some sort of supervision by a central and national body is indispensable. Only by the activity of such an organization may we be sure of avoiding, in aviation, situations that have sometimes been encountered in other fields, where the makers of half. a dozen dif- ferent types of equipment have ly advertised themselves as the holders of almost identical “world records,” and where the habitual inaccuracy of the timing of races has only been excelled by the uncertainty of the length of the course upon which they are run. Recognition of the need for a national body to interest itself in keeping contests wholesome and trustworthy was one of the things that brought the National Aeronautic Association into being. When a group of enthusiasts met in convention at Detroit several years ago to organi: the Association, they chose the first of the National Air Race Meets as the occasion of their coming together. Among other things that brought about that meeting was a conviction shared by all the delegates that the time had William ©. G. Peterson, Carl F. Assoctation’s Contest committee of the National Aeronautic Association, Lett Orville Weight, cha vice chairman, 6 jillmore, U.S. Warner, Dr. Upper row: of NeAL come to rest the control of aeronautical sporting compe- tition upon a broader and more truly national basis than had been found up to that time. Every N.A.A. conven- tion since, with one exception, has coincided with the Air Race gathering. Almost immediately after the first meeting at Detroit and the issuance of the Association's charter, the N.A.A. received the responsibility of acting as the American representative of the Féderation Aéronautique Intei nationale, better known as the FAI. For more than years every record made in the United States has AVIATION August 24, 1929 By Hon. Hiram BiIncHaAM U.S. Senator from Connecticut; President of the N.A.A. PART passed through the Association's headquarters for cer- tification, and so well have the observers appointed for the purpose, the contest committee, and the staff at the Washington office all done their work that it has been the subject of special commendation from the officers of the International Federation, Out of more than 100 records certified from our Washington office, only one has been rejected by the International body, and only one of all the others has been scaled down by any con- siderable amount before acceptance, In neither of these cases was there any question of the accuracy of the work of observers or computers, both the rejection (of Cap- spherical-balloon altitude record) and the reduction (of Commander Rodgers’ seaplane distance cord) being due to an official interpretation of the rules Facsimile of N.A.A, suction for acronautieal con 377 Senator Bingham gives his reasons for feeling that the supervision of aerial contests by a central and national body is indispensable, and gives also a his- tory of the important part that the N.A.A. has played in American aero- nautical competition and an account of the scope of the Contest Committee's present work. more severe than that for which our representatives had argued. The Association's work upon aircraft competition does not stop with the observation of attempts upon world’s or American records. There is a very active contest com- mittee, which has been so fortunate as to have Orville Wright as its chairman from the very beginning, with Dr. George W. Lewis, executive officer of the National Ad- visory Committee for Aero- nautics, as vice-chairman. All competitions in the United States must be approved and sanetioned by the N.AA., acting through the Com- mittee. During the first seven months of the present year seventeen sanctions have been applied for and granted, i igating the finan- responsibility of the parties proposing the contest and the conditions under which their meet would be and after determin proper arranger have been made for hand the competitions fairly and ate that no disreputable or out-

Page 24

378 rageously hazardous features of entertainment would be tolerated. The Contest Committee also presides in a general way over the arrangements of issuance of competition licenses, actually administered by the secretary of the Committee. Capt. Luke E, Chrostopher at present holds that pos tion, his predecessors having been Mr. Carl F. Schory and Mr. B. Russell Shaw. ‘The work of licensing steadily increases with growing interest in sporting contests in the air, and during the first seven months of the present year 443 sporting licenses, which are necessary for entering into sanctioned competitions and which must be renewed annually, have been granted by the Associs ion S™ ALL ComPETitoRS in the National Air Races must secure the sporting license before taking part. the total number will no doubt be increase to 500 or more during the coming month, against a total of 449 for the whole of last year, The holder of a license secures the privilege of enter tioned competition, and he must participate only in sanctioned competition, For flying in an unsanctioned meet he is subject to outlawry, and his license to forfeit. In this the National Aeronautic Association has followed the precedent set by the American Automobile Associa~ tion, which had to deal in the early days of dirt track and speedway racing with difficulties ve lar to those that would exist if aerial competition were to get out of ig into sanc- FEDERATION AERONAUTIQUE IVTERNATIONALE WATIONAL AERONAUTIC ASSOCIATION OF U.S. A. Aviator’s Certificate rAd. wired of all pilots who compete the hands of the aeronautical industry and the genuine aircraft enthusiasts and into those of irresponsible and self-secking promoters. Against even the beginning of any such difficulty the Contest Committee, hacked by the ‘Association, has constantly stood on guard. Another of our duties is the issuance of the F.A.I license, which a pilot must in any case secure before he can file an entry for a competition. ‘The license serv also as a very helpful identification card and passport for international air tourists. 213 new pilots have re- ceived their F.A.L licenses in this country during the first seven months of the present year which brings the total for America to 7.196, A great many of that AVIATION, August 24, 1929 mporary military. pilots who received their “tickets” during the war by simple appli- cation without the necessity of any special tests. This statistical summary gives some idea of the scope of the work that we have undertaken. Certain of our activities have gone on unchanged throughout the Asso- ciation’s existence, but our relations to such important competitions as the National Air Races have gradually been altered. [5,222,228 tess in which the Air Races were held, there was so little experience upon which to build that local representatives of organizations were most eager to have detailed advice and help from Washington, and for several months prior to the Race Meet the secretary of the Contest Committee would spend much of his time in the chosen city, conferring with the officials and helping them to work out and execute the plans for the meet. ‘That has now become unnecessary because the various chapters of the N.A.A. now have contact committees of their own to properly handle the work. No longer is there the same need for direct control or participation. Race management is a profession in itself. Such meets s the coming one at Cleveland are sponsored by men who have already learned the ropes and dodged the pit- falls elsewhere. The Association’s function has become a supervisory one. We have not lost our interest. It has not diminished in the slightest degree. We consider competitions, both local and national, as of the utmost importance, not only for the industries whose products they test but for both professional and amateur pilots. We look forward to the development of air racing as a sport as well as a business, and we are most anxious to encourage it. Anything pos- sible will be done by this Association to stimulate events which provide interesting competition for sportsmen pilots, as well as others designed primarily to bring out the real efficiency of the competing planes, I have noticed with special satisfaction the inclusion of various handi- ap events in the Cleveland races and the attempt to devise new and improved handicapping formulas, Thope that we shall find the means of keeping up inter- national as well as purely local competition, For the first time since 1928 the Schneider Cup is being com- peted for this summer, only a few days after the end of the Air Races. The race will held in England, and at least three European governments expect to be on hand ams. I personally deeply regret that it is not this country also to present three entrants at 1g line with machines and engines repre- senting the best and most up-to-date thought and manu- facturing skill in the American industry. At this writing Tam glad to be able to state that the N.A.A. has formally entered Lieut, Alford J. Williams as the American par- ticipant in this race, and we are gratified for his initiative and perseverance in the endeavor to keep America in this high-speed competition. The race for the Schneider Cup is being run in Eng- land this year, and it is only one race at hest and soon over. Our own great event, enlarged so that it now spreads over more than a week, is the National Air Race leet. The National Aeronautic Association wishes all possible success to the events which have been so care- fully planned. I urge upon every one of our members who can possibly find the means of doing so that he go to Cleveland, as a spectator in any case and as a competitor if possible. AVIATION August 24, 1929 THE NATIONAL 379 AIR RACES anp Commeraal Aviation By May. CLarence M. YounG Director of Aer HE ANNUAL event in the aviation indus: try known as the “National Air Races” has been a con- structive force in the devel- opment of civil aircraft, and in promoting its use as tran: portation. Particularly is this true when the rules govern ing the various included con- tests have been devised to bring out the practical side of design and performance rather than the spectacular and “circus” phast An added factor which ha contributed favorably is found in the combination of the event with a comprehen- sive still exhibit of aircraft and accessori It affords the layman or prospective customer an opportunity to judge appointments and con- struction in detail, and to = observe actual performance and f der test conditions. The various individual race events which are limited to “stock jobs” usually bring out the best which a manu- facturer has thus far developed for production, in a given class. He is thus competing, for the benefit of the public, with the similar product of any other manu- facturer, and the result is reflected in the attitude of a market which is rapidly becoming more and more dis- criminating. The events which are limited. to production aircraft —free-for-all so to speak—permit a manufacturer to design for the requirements of the particular event and, from the experience gained, incorporate demonstrated improvements—whether of speed or efficiency—in his sutics, U.S, Department of Commerce Maj. Clarence M. Young standing beside the Stearman mall plane reserved ght characteristics un- tor hi une by the Department of Commerce future production line. In this respect, the situation is not unlike the “Pulitzer Race,” which called for especially designed military planes—designs which have contrib- uted in a substantial way to the present pursuit type aircraft of the Army and Nay: It should be emphasized, however, that any series of race events, whether national or otherwise, must be con- ducted safely, and with every unnecessary, hazardous element removed. When they depend for their appeal to the layman upon “thrills and expected crashes,” then they cease to be constructive and do much to retard the universal acceptance of aircraft as a vehicle of trans- portation.

Page 25

380 AVIATION August 24, 1929 THE AIR RACES AND THE The Heads of the Aeronautics Branches of the Army and By Hon. F. TruBee Davison Assistant Secretary of War NLY TWO TYPES of Army: airerait will participate in the 1929 National Air Races and then only in two events which are closed to other than Army planes flown by -\rmy pilots. : These events are: (1) The Pursuit Plane Race for the John P, Mitchell trophy. (2) The Attack Plane Race for the General Mason M. Patrick trophy, | of these races covers a distance of 120 miles. For the benefit of those who may wonder why the rmy Air Corps does not participate in the Air’ Races to any greater extent, I would like to give a brief ¢ planation of the policies that govern the -\ir Corps with respect to speed contests. It will be remembered that the Army established splen- did speed records in the Pulitzer and Schneider Cup races several years ago. Our participation was not so much for the purpose of emerging victoriously from those contests as to gather experience and material for the evolution of a speedy, well performing pursuit plane. That aim has been realized in our present day pursuit craft. aor The Air Corps has not yet digested the information obtained during those racing days, and until that process of digestion is completed, there is no need for the Army ach y ursult plane rounding a pylon Hon, F. Teubee Davison to engage in the building of special racing planes. It must be borne in mind that racing planes are extremely costly and under the limited appropriations set aside for Army Air Corps use we cannot afford to spend money ‘on experimental construction which does not serve a specific military purpose. 7 While not participating in the general program of the National Air Races, the -\rmy watches the performance of the various types of planes and engines with deep in- terest, because the lessons learned on the speed course are hound to have important bearing on the further develop- ment of military as well as civil and commercial aircraft ‘That air races are doing as much for the development of commercial airplanes as did the early automobile ra for the advancement of the motor car is a foregone con- clusion. ‘The enormous progress made by the aircraft industry during the past few years and the remarkable expansion of commercial aerial activity that has taken place throughout the country have, among other things, pro- duced many splendid types of planes that add interest and thrill to any aerial racing events. Even as the air- craft industry in the United States has advanced to its present sound economic strength without government subsidy, so, T venture to say, our National Air Race: will continue to grow in importance and fruitfulness without government support as a means of adding to their value, AVIATION August 24, 1929 National Defense Navy Speak for Their Departments By Hon. Davin S. INGALLS Assistant Secretary of the Navy for Aeronautics HE RECORDS established at air races such as the National Air Races to be held at Cleveland the end of this month, are an indication of our potential strength in the air in time of war. ‘These records tend to indicate whether or not our own aeronautical engineers are capable of producing as fast and speedy planes as those of other nations. And the question of speed is of tremendous importance in any air combat. The higher the speed of a plane, the greater chances it has to pounce on an enemy without being detected. World War statistics clearly show that the majority of pilots during the war were brought down from surprise attacks by high speed planes, Our Army and Navy aviation per- sonnel may be the best trained in the world, but unless we can furnish them with planes which are as fast and speedy as those of the enemy, they would be of little value in defense of our country in time of war. Hence, to those charged with our national defense in the air, the breaking of speed records at air races is of vital interest. It is the winning racing plane of today that is the parent of the fast fighting machine with which our air forces will be equipped tomorrow. The National Air Races and other similar races may virtually be said to be a competition in aeronautical engi- ng for the specdiest type of plane. Here at these is afforded about the only opportunity for engin to try out their latest ideas relative to high speed planes. ‘The enormous cost of designing and building new types of planes precludes the possibility of any constructor building a machine for the sole purpose of seeing his creation in the air. Airplane construction is too ex 381 pensive for that, It is the air race that provides the necessary incentive and compensation for airplane con- structors to design and build high speed planes which incorporate radically new features making for the re- duction of resistance and so for the increase of speed By thus leading to the development and production of high speed airplanes, air races have a definite value in the furtherance of our national defense program. It is, of course, true that the racing airplane is not of ype immed applicable to military and naval purposes. When this one quality of maximum speed is sought far above all others, the rest are likely to suffer by neglect. For instance, racing airplanes do not possess as ready and rapid response to the controls as is necessarily found in military or naval fighters. Agair racing airplanes are not designed to carry any load except a pilot and enough fuel to last for the short duration of the race, while Army and Navy machines must carry additional loads such as armament, radio and extra personnel, Still the changes required to convert a racing type of plane to an efficient fighting type present no great difficulty, and past experience has conclusively shown that the racing plane of the present guides the design of the service planes of the future, The major contributions of the racing plane to military and naval types have been in the direction of modification in design permitting reduction of the amount of resistance pos- sessed by the plane to motion through the air. And it will be especially interesting to see at Cleveland what innovations along this line have been made since last year’s National Air Races were held a ormation flying by the Navy V.B. 2 squadron during the 192K Wl Ale Races ut Los Angeles

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382 AIR RACING Lechnique ann Tactics HIS ARTICLE is to be a non-technical dis- cussion of some of the things a pilot can do to speed up an airplane, assuming that it is designed, completed and turned over to him a few days before a race. It is further assumed that he can make no major changes in motor or airplane but can tune up the motor, change the propeller blade setting, put on some little streamlining and change the load and load distribution as he desires. An airplane engine is usually designed to operate best at about 90 per cent of its rated power. Where it is to run continuously wide open, as in a race, it is sometimes possible to increase maximum power slightly by changing the timing. Usually nothing can be done with the valve timing except to be sure that the tappet clearances are correct. The ignition timing may be changed, and more power can sometimes be obtained at wide-open throttle by advancing the ignition timing about two degrees. The selection of the proper jets for the carburetor is important, ‘The size of the jets to be used depends primarily upon the characteristics of the individual motor and the temperature of the outside air. In cold weather large jets give the best results and in the summer smaller jets. The tse of a funnel-shaped scoop to force more air into the carburetor is sometimes suggested, but I know ‘of no authentic case of power ever having being increased in this way. In racing automobiles best results are sometimes obtained with the air intake actually pointed backwards instead of having the opening toward the front of the car. If the stack is left open and un- obstructed the motor will suck in all the air it can use. The best intake stack, provided it sticks out far enough to preclude the possibility of a back fire forming a fire hazard, is ordinarily the one that causes the least resistance in flight, When a motor labors it runs richer than when running freely. For example: If the carburetor is adjusted for perfect mixture when the airplane is on the ground and the motor revving up, wide open, against the blocks, it will run too lean in full throttle level flight. it is surprising how often revolutions may be picked AVIATION, August 24, 1929 By Lieutenant James H. DoouitrLe U. S. Army Air Corps Lieutenant Doolittle’s prestige as a pilot is outstanding. No attempt to re- cite his attainments is necessary. In the specific field of speed competition his most notable accomplishment has been the winning of the Schneider Race at Baltimore in 1925. Both pilots of rac- ing planes and their designers should read with the utmost care what he has written here. It is based not only upon his long experience, but upon flight tests made for the special purposes of this article. His studies on the relation between loading and propeller pitch and speed are unusual. Those on the effect of longitudinal stability on speed are believed to be absolutely unique, and will have permanent value among technical works of reference. up by cracking the altitude adjustment. This is espe true when flying from fields at some distance above sea level and on hot summer days. At La Paz, Bo where the field is thirteen thousand five hundred feet above sea level, a Curtiss D12 engine turned up from one hundred to one hundred fifty revolutions more on the ground with the altitude adjustment wide open than with it closed. A rule of thumb to get maximum power through the use of the altitude adjustment is to set it for maximum r.p.m. on the ground and then close it about one-eighth inch, Of course, maximum revolutions are AVIATION August 24, 1929 bese: Sn Lieut. J. H, Doolittle on the float of his 1925 Schneider ‘Trophy Contest winner ‘often obtained with the altitude adjustment completely closed. In the 1925 Pulitzer. Race the late Lieutenant Cyrus Bettis, flying the Curtiss Army Racer, noted that his V'1400 engine turned up twenty-five r.p.m. more on the ground with the altitude adjustment open about one- half inch than with it closed. To allow for the slight leaning out due to the engine running freer in flight he pulled it back one-eighth inch (to three-eighths of an inch) and probably had the best possible carburetion. It was also noted that the racer came down clean when the altitude adjustment was used, while when it was run full rich the fuselage was coated with soot from the flush exhaust stack: The selection of the best possible propeller for speed constitutes quite a problem. Ordinarily, everything else being equal, a small thin bladed propeller will give the greatest high speed and one of larger diameter and with wide blades will give the best take-off and climb. The effect on high speed in a particular case of changing the propeller pitch, is shown in Figure 1 and Figure 2. The extreme sensitiveness of performance to a small change in the blade angle is plain. In this case the maximum speed occurred when the motor was being held down to 2,200 rpm. From the power curve of the motor it could be seen that it was only developing about 436 hp. at this rpm. At 2,480 rpm, the motor was developing about 460 hp., but the plane was almost eight mp.h. slower, This is accounted for hy the fact that the propeller efficiency increases, up to a certain critical point, more rapidly than the engine power falls off when the rp.m. are held down by in- creasing the propeller pitch. Although every airplane- motor-propeller combination presents a special problem, it is safe to say that maximum speed will always be obtained with a pitch setting that holds the motor down to well below its maximum power output. Holding the revolutions down has the further advantage that it is easier on the motor and increases reliability. It is obvious that the speed of a plane can be increased 383 by cleaning it up. ‘The designer usually makes an effort to streamline everything on the plane as well as possible but sometimes, where’ streamlining mitigates against accessibility, he omits it to facilitate maintainance and it is at these points that the most good can be done. Wherever two members intersect there is an “inter- ference” which causes drag. ‘This is especially true at strut and wire ends. The most common forms of fairing are formed balsa wood blocks, moulded plastic wood, and bumped aluminum, Aluminum sleeves bent mind strut and wire end fittings give very good results. These usually take the form of the strut or wires, fit flush against wing or fuselage, and are held in place by small bolts along their trailing edge. Tre sepsieiern, in open-cockpit planes, is usually designed to give a maximum of protection and comfort to the occupants, but for racing should be cut down to give a minimum of air resistance even though some discomfort results. It is possible to cut the wind- shield down so far that the drag of the pilot’s head might offer more resistance than a larger and more adequate shield. ‘The closer the windshield is to the pilot's face the smaller it may be and still afford adequate protection. The danger in having the windshield too close is that in case of a crash the pilot is likely to strike his head or face on it. From the point of view of safety he should be able to lean over forward without touching wind- shield, cowl, or instrument board. All’ protuberances should be removed or streamlined. Alll holes should he covered up. A hole in a streamlined surface causes considerable drag. An unused open cockpit, for example, should be covered over, as it may easily slow the plane down as much as 5 m.p. Tt seems reasonable to suppose that the lighter an airplane is the faster it will fly. This is not strictly true. For every attitude of an airplane a definite amount of power is required to drive it through the air at any given speed. Conversely, with a given amount of power the maximum speed can he obtained only when the airplane is in the attitude which nermits it to slin through

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384 the air easiest. The attitude at which an airplane flies is a function of its weight. The greater the weight the greater the angle of attack required to maintain level flight at any given speed. For a Clark Y wing section, for example, zero lift occurs at an angle of attack of about minus six degrees. Minimum drag occurs at minus three degrees, and at this point the wing is exerting considerable lift. We would expect then that an airplane using this wing section would be fastest when loaded so that it flew level at an angle of attack of minus three degrees. If lighter it would fly at a smaller angle of attack and if heavier at a larger angle. In either case it would be slower. In reality we cannot treat the wings only but must consider the airplane as a whole, The wings are usually put on the fuselage in such a way as to give minimum drag at cruising speed. This means that at maximum speed the tail is high and there is considerable fuselage drag. The effect of this is to make the airplane, as a whole, slip through the air easiest at a somewhat greater angle of attack than a consideration of the wing alone would indicate, and the result is that it flies faster when more heavily loaded. This also explains why an airplane can usually be speeded up by washing out the angle of attack toward the wing tips. The effect is that of decreasing the angle of incidence, and thus getting the tail down and reducing fuselage drag. Figure 3 shows the effect of gross weight on air speed for a particular case. In this case maximum speed actually occurred when the plane was as light as it could be made, but this is not usually true and occurred in this case only because the airplane was of the heavy military type and already designed primarily for high ‘speed. In ‘a machine with light wing loading and fairly high power the maximum speed may actually be increased by carrying a little ballast. An airplane wing, unless symmetrical in section is unstable. As the air speed increases the tendency to dive increases. In the complete airplane this is corrected and stability maintained by a down load on the horizontal AVIATION August 24, 1929 carried so far that the airplane will ultimately become so unstable as to be unmanageable. ‘A very unstable plane cannot be pulled out of a steep dive, the instability making the tendency to dive greater than the controls can overcome. Another bad feature in an unstable plane is “hunting,” a tendency to dive and zoom even though the pilot is trying to hold the plane in steady level flight. An unstable plane is yery difficult to handle on the pylons. When banked up and pulled in for a turn the tendency is for it to circle tighter and tighter and it is usually necessary to push forward on the stick to re- gain a normal flying attitude. The more unstable a plane is the more quickly it snaps in and the more dan- gerous it is. While in South America I installed a thirty-gallon gasoline tank behind the pilot's cockpit, in a Curtiss Hawk, in order to increase the cruising range. This made the plane very unstable and the first time it was permitted to get in a steep bank did a half roll and dive before it could be recovered. ‘The same thing happened with the Verville-Sperry Racer when extra tanks were put in in 192 The effect of weight distribution on air speed, where the total weight is kept constant, is shown in Figure 4. The speed is plotted against the longitudinal position of the center of gravity with respect to the mean wing chord, since that is the factor having the largest effect on longitudinal stability. The curve shows that maximum speed was obtained at a point where the plane had just started to be un- Ai Speed inn pte ral = It biti ¥ ; proper Base Andie, Dea Fig I—Alr Speed Agtinst Propeller Setting stabilizer. In any normal airplane this down-load is very large at high speeds. The greater the down-load the greater the tail drag, and the more it slows the air- plane down, If weight is put in the tail the negative angle of the stabilizer may be reduced. This reduces the tail drag and speeds up the plane. This can be done only where the stabilizer is adjustable, and can actually be = | Faced mints An Tate Fig, 2—Ae Speed Against Full Throttle K. stable. With the center of gravity at 41.2 per cent of the mean chord the airplane was very unstable and hunted badly in bumpy air. It was obviously unneces- sary to make the airplane this unstable, as the curve shows that speed had actually started to fall off. (Two hundred and fifty pounds of lead was put in the fuselage in back of the tail skid to get this condition.) I would have expected the speed to have been lower with the C.C. at 15.6 per cent of the mean chord and am unable to explain why it was not. The plane was so stable with this loading condition that it was impossible to get the tail down when landing. In all of these tests the same airplane was used, an Army Curtiss Observation plane (OIB A.C, 27-274) mounting a Curtiss D-12 motor and an adjustable pitch propeller No. 28,198. AVIATION, August 24, 1929 Im a race in which all the planes were capable of exactly the same speed on the straightaway, the pilot flying the best race would win. Although there is ordi- narily sufficient difference in the speed qualifications of the competing machines so that the refinements of pilot- ing around the course are not a decisive factor, they are none less important. They must be carefully studied by any competitor who wants to give his airplane a chance to show its true merit. There was once a race in Europe in which one pilot entered without ever having been over the course and took a map along. He lost the map in the middle of the first lap and lost himself soon thereafter, and need- less to say he lost the race by a large margin. There have been instances in this country, also, of pilots get- ting lost during a speed contest and going on an unin- tended cross-country flight, but given good weather and a properly marked course and a sufficient amount of pre- liminary practice there should be no danger of that. 385 reaching the pylon so that it will be symmetrical about the turning-mark. To put it in mathematical terms, his course should be tangent to the pylon, which should bisect the curved portion of the path. "To accomplish this, it is necessary deliberately to fly wide of the pylon by an amount equal to the radius of turn of the air- plane (likely to be about 1,000 ft. for a modern racing ly onctode 4 He ol Weigh argon Fig S—Air Speod Against Grose Weight Assuming that the pilot knows his way and does not wander from the straight path between turning-points, the manner of making the turns offers the greatest op- portunity to save time and to display special skill. Opinions among racing pilots on the subject of turning have varied widely, and specially-picked and trained pilots have been seen making turns in important races in the past six or seven years with angles of bank ranging anywhere from the vertical down to about fifteen de- grees. Much depends on the angle of the turn and the shape of the course, but the general rule is that the turn should be made as sharply as possible without appreciable loss of speed. If the plane is pulled around so hard as «to kill the speed badly and to enter the straightaway traveling considerable more slowly than when the turn was started, the maneuver was improperly executed. A sharper and a faster turn can be made by diving slightly while passing around the pylon, losing from 50 to 100 ft. of altitude, than by trying to hold a level course. It was my own experience in the 1925 Schneider Cup Race that it was possible to enter the turns at 242 m.p.h. and finish them at 240, provided about 50 ft. of altitude was lost. In laying out the general course to be flown an obvious object is to make the total distance covered the short- est possible. To accomplish this the pilot should cut the pylon as closely as possible without actually risking dis- qualification, and should start the turn shortly before | Zo.tstanon ihr Bunt of ean Chord Wom nang Bape Fig. d—Alr Speed Against Balance plane) if a 180-degree turn is to be made and by about one-third of that radius if the turn is 90 degrees. The pilot who “draws a bead” on the pylon from several miles away and flies squarely at it is using very poor judgment. If the turn is entered and left smoothly, and not made so sharply as to kill the speed, it will be very near to an arc of a circle joining two straight lines. If the plane be pulled around too sharply, the speed will drop and the radius of curvature will decrease, These points are illustrated in Figure 5. A pilot in flying a long straightaway should try to take advantage of the vertical wind gradient, flying as low as possible when going into the wind, and at a considerable i I | | Fig S—Right (A) and wrong (B) methods of making racing tarns

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386 greater altitude when it is on his tail. A change of 300 ft. in altitude may correspond to a difference of wind speed of as much as 6 or 8 m.p.h. and the average speed around the course may sometimes be increased by 2 or 3 mph. by this means alone. There has been a great deal of discussion of ground effect in racing, and in a very few cases there has been an attempt to utilize it by flying within two or three feet of the surface, especially when passing over the water. The gain of speed from so doing is appreciable, par- ticularly with a low-wing monoplane. It may be as much as 4 mph. on the straightaway, but it is at least partially cancelled by the necessity of climbing for every turn, The danger of flying so low in a very fast machine with limited vision is obvious, and only very rarely is the attempt worth while. In conclusion, when racing, the following precautions should be taken to insure that the maximum speed is being obtained from the plane. 1, Use best altitude adjustment setting. 2. Set propeller blades for maximum speed. 3. Streamline the airplane. 4. Carry the proper load for maximum speed, 5. Move the center of gravity aft as far as safety permits. 6. Make diving turns. 7. Fly wide enough on the straightaways to make the turn without overshooting the pylon and lengthening the course. : [To illustrate further the points made by Lieutenant Doolittle upon effect of turning, a few calculations have been made. The first series are based on a triangular course with three equal legs and a total circumference of 30 mi, a course which would probably be a little faster than the average of those used in important events in recent years. The planes have been assumed to have a straightaway speed of 300 m.p.h., and the drop below that figure of the calculated average speed around the course has been calculated for various types of turns. I. Theoretically ideal turns, no loss of air-speed during turn, pylon exactly bisecting arc. Distance Actially —Caleutated Turning Radius Flown per Lap Average Speed (Peep (Mites) (mph) © (impossible) 30.000 300,00 300 30.062 299138 500 30. 103 298.97 750 30,155, 298.46 1,000 30,206 297.95 2,000 30.412 295.93 Lieutenant Doolittle's own work (N.A.C.A. Rept. No. 203) has shown that it is impossible for a pilot to sustain even as much acceleration as six times that due to gravity for any appreciable time without loss of vision or complete unconsciousness. Although the time required for a turn is only about five seconds, an acceleration of 6 g would probably be about the limit of human capacity for that time, notwithstanding the fact that the plane is theoretically capable of turning on about a 500-ft. radius, therefore, it is unlikely that a radius of less than 1,000 ft. will actually be attained at 300 m.p.h. Il. Effect-of loss of speed during turns, Turning on AVIATION August 24, 1929 1,000-ft. radius, 30-mi. triangular course, turns made without loss of altitude. Drop of Speed Average Speed During Turn (mph) Around Course ° 298.46 1 298.14 2 297.88 3 207.66 4 297.45 5 297.25 III. Effect of shape of course. Course assumed to have all its sides of equal length in every case, and all turns equally sharp. Turns made on 1,000-ft. radius. Distances Actually No.of Sides Floun Average Speed 2 (out and back) 30.432 195.73 3 30.206 297.95 ‘ 30.119 ae.8 ‘ 30.053 209.47 IV. Effect of flying straight at pylon (as in B, Fig. 5), instead of going wide enough to make turn symmetrical about pylon. No.of Sides Distance Actuaily Average Lots of Speed by of Course Flown ‘Speed Incorrect Turning 2 31.197 288.47 7.26 3 30.705 293.12 43 4 30.440 295.66 315 V. Effect of climbing on the straightaway to make up for loss of altitude during a turn, Speed of 300 m.p.h., 30-mile triangular course. Lots of Altitude Lost of Speed Due ‘on Back Turn to Climbing Fee (mph) ° ° 50 238 100 5 200 1.50 Alll of these effects on speed of course vary approxi- mately inversely as the length of the course, On a 15-mi. course, they would all be doubled, The total loss of average speed can be roughly de- termined by adding the several component losses. Lieutenant Doolittle’s turns in the Schneider Race of 1925, which he cites in his article, may be used as an example, Turns on a radius of 1,000 feet on a triangular course would drop the average speed 2.05 mph. A drop of 2 mp.h, during each turn would cost another .58 mph. off the average. The necessity of climbing 50 feet on each straightaway would represent another .38 mph. With perfect turns to those specifications, in other words, the total drop of the average speed below the straightaway maximum would be 3.01 m.p.h. Actu- ally perfection is unattainable. A good racing pilot would probably drop another 4 m.p-h, by flying wide on the turns, another .6 by approaching the pylons at the wrong angle, and at least .4 by deviation from the straightaway course and use of the controls. To make an average speed within 5 m.p.h. of the straightaway maximum on an equilateral triangular course, or within 7 mp.h. on such a course as has generally been laid off for the Schneider Race, would be doing very well. Actually, the difference between straightaway speed and course speed for modern racing machines appears to be between 8 and 15 m.p.h. in most cases—E. P. W.] AVIATION Angust 24, 1929 387 A FORECAST OF THE Cleveland Show By Lesuir E. NEVILLE We THE LIST of exhibitors far above the two hundred mark, indications are that the National Aeronautical Exposition, which opens to-day (August 24) in the Cleveland Municipal Auditoriun, will be one of the largest representations in the history of the industry. In addition to the contests planned at the airport, nearly every manufacturer of aircraft and all of the allied industries will be represented. It is expected that the crowding of exhibits noticeable at some of the previous air shows will not be charac- teristic of the Cleveland exposition as most of the space reservations are considerably larger than those made in previous cases, An elaborate decorative scheme has been developed for the auditorium during the exposition. A tendency toward the use of higher power in airplanes to provide adequate reserve is indicated by consideration of the planes to be exhibited. This is made possible by increases in output of many of the new models of engines offered by the various manu- facturers. Another fact worthy of mention is the adaptation of two former military airplanes to com- mercial use. A landplane and a seaplane ,will be available for inspection in the booth of the Aeromarine-Klemm Com- pany. The seaplane will be powered with a LeBlond engine while the land plane will have the usual Salmson installation. Two other planes of this type will be available for demonstrations on the field. The Alexander Bullet, which was exhibited for the first time at Detroit last April, will be shown at Cleve- land with the Wright J-6, 165 hp. engine. J-6 and Kinner installations will be entered in the racing events. Two Argo two-place open cockpit biplanes will be exhibited in Booth No. 198, by the Alliance Aircraft Corporation. These planes are powered by the Hess Warrior engine which is also manufactured by the company. The familiar “drive yourself” system has been adapted to the aeronautic field and one of the first airplanes of the Saunders “Fly it yourself” system will be exhibited by the Arrow Aircraft and Motors Corp. The Kinner powered Arrow Sport also will be shown. Included in the exhibit of the American Eagle Air- craft Corporation will be the new Phaeton, Kinner powered American Eagle biplane and the Wallace Touro- plane. Addition of the Wallace Touroplane to the American Eagle line follows purchase of the Wallace company by American Eagle interests. The Phaeton is a three-place, open cockpit type of biplane having interchangeable wings and several minor departures from conventional practice. ‘A new model six-passenger cabin monoplane known as the “Pacemaker” will be shown by the Bellanca Aircraft Corporation. In general dimensions, design, and power plant, this model is similar to the CH-300. The major changes, however, are chiefly in the landing gear and controls. The new pacemaker has a wide tread landing gear fitted without Oil-draulic shock absorber struts attached to wing stubs which also pro- vide an attachment for the forward liit struts of the plane. Controls have been carefully redesigned, lever- ages have been changed, and a number of pulleys have been climinated from the system. The stabilizer ad- justment also has been redesigned and is now operated by a chain and sprocket instead of the cable and drum, HE BOEING AIRPLANE coMPANY will exhibit for the first time its new Model 100 high-speed single seater, sport biplane. This machine, which is a commercial version of the well known Army P-12 and Navy F-4B, has been placed in the commercial market in an effort to meet the demand for a high performance sport plane of rugged construction. It is powered by a Pratt & Whitney Wasp engine of the latest type. Also included in this ‘exhibit will be the Boeing contribution to the transport airplane class, the 18-passenger tri-engined Model 80-A. This craft is a biplane and is powered by three Pratt & Whitney Hornet engines. Trans- port airplane operators will also be interested to see the Boeing 40-B4, a cabin biplane designed for four passengers and pilot, and powered with a Pratt & Whitney Hornet engine. This plane is useful for commercial or transport operation and has a pay load of 1,243 Ib.. The passengers’ cabin is readily convertible into'a mail or cargo compartment. ‘The Bird Biplane, which is entered in the Guggenheim Safety Competition, will be exhibited by the Brunner Winkle Aircraft Corporation of Glendale, Long Island. This machine is representative of the three place biplane type. ‘An airplane that might be regarded as a larger model of the Curtiss-Robin cabin monoplane will make its debut in the exhibit of Curtiss Flying Service Inc. The new plane, the Curtiss ‘Phrush, is a six-place cabin mono- plane designed for either the Curtiss Challenger or Wright J-6 engines. An interesting feature of this

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388 exhibit will be the St. Louis Robin which recent established a new world refueling duration record. This plane will be shown exactly as it appeared while estab- lishing the record. Other airplanes in the Curtiss exhibit will be a Challenger powered Cessna, and a Challenger powered Command-Aire sport and training biplane. While these airplanes are not new, the Chal- lenger engine installation has been in production but a short time. At the airport, the Curtiss Kingbird, a new type of plane still in the experimental stage, will he shown and may participate in the races. ‘Three of its units which are in production will be exhibited by the Detroit Aircraft Corp. These three planes are the Lockheed, Ryan and Eastman Flying Boat, Photographs of the all metal dirigible ZMC-2 also will be included in this exhibi The first of the Emsco Cirrus planes will be hibited by the Emsco Aircraft Corporation, This plane is a two-place mid-wing monoplane, powered with the four cylinder, air-cooled, American Cirrus engine. It a particularly well streamlined and clean’ design. Enlarged photographs of the tri engined Emsco Chal- lenger, eight-place cabin monoplane will be shown in the booth, while this plane will be at the airport. ‘A new model will be brought out at the show by the Fairchild Airplane Manufacturing Corporation. This airplane is the Fairchild KR-21, a tapered wing Kreider-Reisner biplane powered with a Kinner or Warner engine. This plane is one of several developed by the Kreider-Reisner Aircraft Company, which was recently acquired i The Fair- child 71 and the KR-34 also will be exhibited either at the show or at the airport. In order to show the constructional details of Fleet Airplanes, the company will exhibit the skeleton of one of its planes. A completely finished Fleet biplane also will be shown. Four types of Fokker Airplanes will be in the show space in the exhibition and a number will be at A front quarter view of the Lycoming radial engine AVIATION August 24, 1929 the airport, This company, which is now affiliated with the neral Motors Corporation, will show its F-10 transport, Universal, Super Universal and F-11 Amphib- ion, all of which haye been exhibited before. Two amphibions,’ the latest products of the Great Lakes Aircraft Corporation, will be shown in_ the company’s booth. Two Trainers, one of which will be suspended overhead on a revolving turntable in constant motion, also will be shown, Another Trainer will be used by the air race management as a “living poster” and other planes of this type will be exhibited at various hotels and department stores in the city. F activities of the E, M. Laird Airplane Com- ill be centered at the airport, and no in- door exhibit will be had by this company. ‘A new Laird model, however, will be shown at the airport. This plane is the “Speedwing” biplane powered with the 300 hp. Wright J-6 engine, Other land models also will be on display at the field, A Wright J-5 powered Model M-1, three place semi- closed monoplane will be exhibited by Moreland Air- craft Inc. The closed forward cockpit of this plane is entered from the open pilot’s cockpit and contains a desk, filing cabinet and other office equipment. A Gypsy powered Moth biplane will be displayed by the Moth Aircraft Corporation, and two of these planes will be shown on the field. One of the planes on the field will be equipped with the new coupé top which converts the standard Moth open cockpit biplane into a closed type of craft, Planes of this type for demon- stration both on wheels and on pontoons also will be available. Another interesting machine will be in the field but not at the show is the latest type of Autogiro exhibited by the Pitcairn-Cierva Autogiro Company of America This will afford an opportunity for the many persons interested to view this unique type of aircraft. ‘The Wright J-6 powered Spartan C3-5 open cockpit biplane also will be shown, ‘The complete line of Stinson cabin monoplanes will he shown by the Thompson Aero Company of Cleveland, Ohio distributor for Stinson. An innovation in the form of a lent” booth will be that of the Szekely Aircraft and ne Co. No representative of the company will be in attendance but facilities will be provided for persons to leave their cards or addresses. The 1930 model “Flying Dutchman” planes and the SR-3 and SR-5 engines will be shown. ‘The Travel-Air Manufacturing Company will devote its space to its four and six place monoplanes. Both of these planes are powered with the Wright J-6, 300 hp. engine. The four-place plane (Model 10-B) i also offered with the “New Whirlwind Seven” engine. For the first time, the commercial version of the nown Vought Corsair military plane will be ited by the Chance Vought Corporation, one of the i plane, like the Boeing Model 100, has been available in the past for military purposes alone, The commercial craft will be identical with the military product as to strength factors and construction details, the only change being the removal of all military equipment and substitution of equipment vate and commercial flying. the case of several previous shows, airplanes in actual flying positions will be shown by the Waco Air- craft Company, formerly the Advance Aircraft Com- pany, The new J-6 five cylinder and the new J-6 seven AVIATION August 24, 1929 Above: A side view of the new Curtiss “Thrush,” powered with the Challenger engine and bearing a number of points of similarity to the Curtiss Robin. Below: The largest and smallest of the new series of Eso standardized seaplane floats cylinder Straight Wing model will be suspended from the ceiling of the auditorium while the new J-6 seven cylinder Taper Wing model will be shown in the position of a climbing turn and revolving. An innovation in the form of a tripod type landing gear will be installed on all Waco planes. The Hess-Warrior Engine, which is now in produc- tion at the Alliance factory, will be exhibited in the company booth at the show. This engine is a seven- cylinder, radial air-cooled type rated at 115 hp. It used as standard equipment on all Argo planes. An exhibit consisting of one or two engines on revolving stands, and one engine with a specially de- signed cowling and wood propeller on a stand, is planned by American’ Cifrus Engines. Major parts of the engine, photographs of planes throughout the world using Cirrus engines, and other features will mark the exhibit. A complete exhibit of its latest models of seven- cylinder air-cooled radial engines will be shown by the Axelson Aircraft Engine Company. These models embody a number of refinements. Engines of this type will be operated in a series of tests and will be entered in contests during the period of the races. 389 Space 50 and 51 in the Esplanade will be devoted to the exhibit of the Continental Motors Corporation. The Model A70, 160 hp. radial engine will be shown and a plane powered with the en- gine will be at the airport. Included in the engine e: bit at the Curtiss Flying ervice booth will be the new Crusader, an inverted, six-cylinder-in-line air-cooled power plant developing 110 hp. This engine is the most recent addition to the Curtiss line, This is the first engine of the air cooled, inverted type to make use of six cylinders in line. ‘A 225 hp., 180 deg. opposed air-cooled engine will be shown for the first time by the Dayton Airplane Engine Company, manufacturers of the Dayton Bear engine. Two Dayton Bear, four-cylinder-in-line, air- cooled engines also will be exhibited by this company. [scene in the exhibit of General Air Motors Com- pany is a five cylinder radial air-cooled engine designed by R. S. Moore, and embodying some departures from conventional practice. One of the special features of this engine is the valve arrangement. Two intake and one exhaust valve per cylinder are used. A two-way intake pipe also is employed and found to be effective. A special method has been devised for clamping the aluminum head to the steel cylinder. This method makes use of a poultice arrangement, employing a special clamp. A slipper type piston is employed and a unique intake gas induction system is used on this engine. It is also equipped with a special altitude adjustment. Parts and completed K-5 engines will be displayed by the Kinner Airplane and Motor Corporation. The regular LeBlond 60 and 90 engines of the Model D series will be exhibited by the LeBlond Aircraft Engine Corporation, and a display board showing a number of engine parts also will be shown. While it is not yet definitely determined, it is expected that one of the new LeBlond 66 engines will be on display. This power plant is like the present LeBlond 60, except that it has cylinders with steel barrels and aluminum heads at } in, larger bore, and a new type of valve operating mechanism. The engine is expected to develop a little more power and to weigh considerably less than the present model, Cylinders of the type used on this engine will also be available on the LeBlond 90, and this model will be known as the LeBlond 99. Two engines, one a nine cylinder and the other a seven cylinder, radial, air-cooled type, will be presented by the Lycoming Manufacturing Company at the show. The nine cylinder engine has a piston displacement of 645 cuin, and a Department of Commerce rating of 185 hp. at 2,000 r.pm. The weight of the engine is approximately 165 Ib. dry, or 2.5 Ibs. per rated brake horsepower. The seven cylinder engine has a displace- ment of 500 cu.in., and is identical in detail and design to the larger engine, As in the case of a number of the newer engine designs, the exhaust manifold is mounted between the propeller and the cylinders and is stream- lined. Ventilation has been provided between the mani-

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390 fold and the crankcase to avoid undue heating. Valve seats are somewhat of a departure from standard practice in that they are made of “CNS” steel. The Pratt & Whitney Aircraft Company, which will occupy spaces 25 to 30 inclusive on the main floor of the arena, will exhibit four engines and parts showing their unique features. Two models of the latest type 420 hp. Series C Wasp, the direct-drive and 2 to 1 reduction geared types, will be shown. The most ‘The Kinner powered Brunner & Winkle Bird Biplane recent type of Hornet engine which develops 525 hp., also will be shown in both the direct drive and geared models. An air transport map of the Western Hemi- sphere depicting Pratt & Whitney powered lines will be displayed and the walls of the booth will be lined with pictures showing the various record-holding planes powered with Pratt & Whitney engines. One of the latest 110 hp. Scarab engines will be exhibited by the Warner Aircraft Corporation. Parts of the engine also will be shown. A space approximately 70x16 feet in the main audi- torium close to the main entrance will be occupied by the exhibit of the Wright Aeronautical Corporation This display will include one Wright Cyclone R-1750, nine cylinder radial engine rated at 525 hp.; the three s of the J-6 series, and the Gypsy engine. A working model section of the Whirlwind-Nine, cut away to show the details of internal operation and driven by a small electric motor also will be shown. It is also planned by the company to show the historic Lawrance two cylinder engine and a collection of photographs showing Wright engines in use in various parts of the world. One of the Whirlwind nine engines will be AVIATION August 24, 1929 mounted into a semi-fuselage and shown completely equipped with propellor, and electric starter. ‘cLUupED in the engine accessories will be the recently developed air filter for radial engines which is offered by the Air Maze Corporation. The Bendix Aviation Corporation will be represented in the exhibits of its subsidiaries; Eclipse Aviation Company, showing a complete line of starters and generators; Bendix Brake Company, displaying Bendix airplane wheels and brakes; Stromberg Motor Devices Company, Stromberg carburetor, and Scintilla Mag- neto Company, which will show the complete line of Scintilla airplane magneto equipment. Two different types of Scintilla magnetos embodying the latest design features will be shown. ‘A colorful exhibit consisting of the panels and sam- ples is offered by Berry Brothers, A feature of this will be a mechanical bird that sings and performs and is colored in the “bird color” combinations. Bohnalite castings of crankcases, cylinder heads, pistons, valves, and other parts will be displayed by the Bohn Aluminum and Brass Corporation. Castings in Bohnalite “X,” an alloy recently developed by the company also will be shown as well as a line of bronze and steel babbitt lined bearings for aircraft engines. A number of castings used in control systems also will be shown. ‘A new line of “Super-energy” aircraft engine mag- netos will be displayed by the Robert Bosch Magneto Company, Inc. This line contains all the features of the Robert Bosch inductor-type magnetos. A number of new features, including electric spark control and radio shielding are embodied in these designs. An instructive display is planned by the Chicago Screw Company and includes a complete line of air- plane bolts and nuts, as well as intricate screw machine parts for airplane engines. The feature of this display will be a metallurgical exhibit showing samples of fin ished bolts, bolts that have been subjected to tensile and shear tests, photomicrographs of proper and improper structures of heat-treated products and other features. A large display. of shock absorbers is planned by the Cleveland Pneumatic Aerol Company. A semi- circular stand 38 ft. in length, and showing a {ull line of aerol shock-absorbing struts will be on display. Accessory features of the Curtiss exhibit will be a display of Curtiss-Reed metal propellors and a number of wind-tunnel scale models of planes in the Curtiss line. The company’s booth will represent an indoor Curtiss Airport, with imitation grass covering the floor and a white fence forming the barrier front. The first formal exhibit of the two extremes of the A photograph of the Bellanca “Pacemaker” showing the new landing gear design AVIATION August 24, 1929 line of standardized airplane floats manufactured by Edo Aircraft Corporation will be at the show. The H-1525 float is for planes with gross load range of 1,100 to 1,350 Ib., while the J-5300 is designed for airplanes with gross load range of 4,250 to 5,100 Ib. Precision parts, built to the specifications of engine manufacturers and standard drill jig bushings and internal grinding spindles, will constitute the exhibit of the Ex-Cell-O Aircraft and Tool Company. The booth will be decorated in the same manner as that of the company at the Detroit show. Booth No. 141 will be devoted to a complete line of Exide aircraft storage batteries for starting lighting, ignition, radio and other purposes. These batteries are: manufactured by the Electric Storage Battery Company. Besides a set of pontoons and skiis and a display of Right—The New Whirlwind Nine powered Model 10-B, four place cabin monoplane exhibited by Travel Air. Below—The F-4 commercial type aerial camera developed by. the Fairchild Company. aerial photographs and airplane parts, the Fairchild Airplane Manufacturing Corporation will also show the built-in-the-wing landing light and an aerial camera of new design. The new camera is the Model F-4, and is a general purpose type designed especially for com- mercial use and takes either vertical or oblique photo- graphs at any distance ranging from 8 ft. This cam- era is simple in design and completely reliable. It embodies a number of the features of the photographic apparatus designed by Fairchild for military purposes. While no exhibit at the show is planned by the General Tire and Rubber Company, a specially equipped “Mystery.” plane will be entered in the non-stop race from the Pacific Coast to Cleveland by this company. Practically all of the aeronantic products of the com- pany will be installed as special equipment on this plane. Examples of the latest use made of blood albumin glue plywood in modern aircraft will be shown by the Haskelite Company. This exhibit will also include the most recent methods by which “plymetl” panels have 391 been employed for cabins, baggage compartments, and other portions of an airplane. Decorated panels of both Haskelite and plymet! will constitute part of the exhibit and the company’s illuminated “Seen-in Action” sign also will have a place there. ‘Supreme mahogany propellors, a complete line of Miller airplane products mounted on a cylinder, and; a number of Johnson products such as dollies, pocket sized log books, air speed indicators, communicating sets, tail wheels and other accessories will be on display by the Johnson Airplane and Supply Company. Three booths will be occupied by this concern and a large number of aeronautical products will be shown. Five standard types of generators in addition to the radio generator, which is a two-voltage machine will be exhibited by the Leece-Neville Company. The radio generator is rated 20 amperes, 15 volts, at 2,750 r.pm. low voltage size; and 500 mills, 1,000 volts at 2,750 rpm. high voltage size. The voltage of these gener- ators is regulated by the Leece-Neville patented voltage regulator. Demonstrations of actual welding in light tubing and other materials, with the W-15 airplane. welding ap- paratus, will be conducted at the booth of the. Linde Air Products Company. This firm and associated com- panies will produce an exhibit of their latest aircraft welding equipment and samples of welded materials for display purposes. A large model of the new MacWhyte Safe Lock Terminal will be shown by the MacWhyte Company, and sample streamline and round drawn tie-rods, to- gether with photographs of planes equipped with this product also will be shown. A controllable and reversible pitch propellor is to be the feature of the exhibit of Paragon Engineers, Inc. As a background for this display, the company is planning to show a historical group of propellors dating back as far as 1910. “Torro zoos have been reserved for the Parker Appl ance Company which will show its standard line of copper and aluminum tube couplings and aeronautical tubing in all sizes and shapes in both brass and dura- luminum, Included in this display will be shut-off cocks, flow indicators, check valves, pressure release valves, tube benders, detachable tank flanges, and needle valves, A gigantic cutaway of a Parker Tube coupling, carried out to every detail will feature the display. A large sample board: displaying the various wire products for aircraft manufactured by John A. Roeb- lings’ Sons Company will be shown, Included in these

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392 products are aircraft wire, galvanized aircraft cord and strand in various constructions, galvanized aircraft fer- rules, and thimbles, ignition cables, and power and lighting cables. ‘One of the latest developments of S.K.F. Industries, Inc, the S.K.F. control pulley, which was recently tested at McCook field under operating conditions, will be shown. An interesting device has been arranged which will suggest to the observer the low friction qualities and the advantages of this type of pulley. In addition, there will be a complete display of the various types of S.K.F. anti-friction bearings. Adaptation of the Heywood starter to many well- known engines will be shown by Sky Specialties Cor- poration, which recently took over the Heywood Starter Company. The new Heywood starter embodies several improvements, and is considerably lighter than the pre- vious model. An illuminated display stand showing the valves and other equipment made by Thompson Products, Inc., will be included in the exhibit of this company. “These valves have been used in many record flights and some of the stems from the engines of the “City of Cleveland,” and “Angeleno” will be displayed. NcLupED in the airplane equipment of the Westing- house Electric and Manufacturing Company will be a model Micarta airplane, two Micarta propellers, one blade, one hub, and other Micarta products, including plates for cabin finish, ball bearing pulleys, fairleads, channels, angles, tubing, table tops, and timing gears. Airplane radio equipment will be exhibited by two concerns at the show, the Radiomarine Corporation of America, and the Western Electric Company. The Radiomarine Corporation will show an aircraft trans- miter, aircraft beacon receiver, and communicatio: receiver, as well as other of their products. The air- craft communication receiver, Model AR-1308, is a new R.C.A. product designed to meet the need of transport companies for a sensitive and selective short wave instrument for receiving from ground stations, Included in the exhibit of the Western Electric Com- pany will be a long wave receiver for wave lengths between 850 and 1,050 meters, and having a single dial control; wind driven generators, dynamotors, short- wave airplane transmitters, engine-driven generators, short-wave receivers, pilot head set, and short wave ground transmitters. Several oil companies have signified their intention of displaying their products at the exposition. The Associated Oil Company is planning a complete’ showing of its products with a pictorial story on Aviation activities on the coast, as well as displays of a different nature at the airport. An ingenious display consisting principally of an animated sign or process board show- ing the method of refining Bradford grade, Pennsyl- vania crude, into its by-products, is to be offered by the Kendall Refining Company. Representatives of the Naturaline Company of America, will be in Booth No. 167 for the purpose of giving information about its products. This is also true of the space reserved by the Shell Petroleum Corporation. This company extends an invitation to visitors at its booth and will have the “Gold Shell,” a three-engine Fokker airplane at the municipal airport during the entire exposition. An interesting exhibit is planned by the Standard Oil AVIATION August 24, 1929 Company of Ohio, which has reserved spaces No. 105, 6 and 7, in the auditorium annex. A miniature glass refinery and an ethyl demonstrating machine will con- stitute the active part of the exhibit. Red Crown Aviation gasoline and T-C Sohio aero motor lubricating oils also will be shown. Representatives of the Texas Company will fly to Cleveland and, headed by Frank M. Hawks, will be ready to receive visitors at the com- pany booth in the exposition building. The company expects to have its entire quota of airplanes in the field to represent Texaco. The Vacuum Oil Company will display various sizes of containers of its new “double range” aircraft engine oils, Mobiloil Aero “D" and Mobiloil Aero “H” as well as “Mobilgrease” for rocker arm lubrication. ONG the concerns showing airport equipment will be the Austin Company, Gilbert and Barker Manu- facturing Company, United States Air Compressor Com- pany, and the Westinghouse Electric and Manufac- turing Company. An attractive exhibit consisting of electrically operated airway map of the United States, corrected to August 1, 1929, will be shown by Austin, as well as drawings and photographs of airports and buildings designed by the company. In Booth No. 235, Gilbert and Barker is planning to show one of its most recent products, the “Aeropit,” a modern fueling system for airports. Two large sized air compressor units or hangar installations, spray guns, engine cleaning guns, high-pressure greasing apparatus, and other com- pressed air devices will be shown by the United States Air Compressor Company. The airport lighting equip- ment displayed by the Westinghouse Company will include its chromolite landing field floodlight, marker light display board, Sperry type beacons, ceiling light indicators, ceiling lights, and several types of airport floodlights. ‘CLUDED among the machine tool manufacturers will be the Crescent Tool Company, De Walt Products Corporation, the Nacional Acme’ Company and the South Bend Lathe Works. A complete line of tools used in the manufacture, maintenance and service of airplanes, engines, and airport equipment will be shown by the Crescent Company. The company is arranging an attractive display showing these tools in actual use, including a model of an airport. The complete line of the De Walt Products Corporation, which is being used extensively in the industry will be displayed. This includes the Wonder Metal Worker, a 5 hp. overhead direct drive circular metal cutting saw and the Wonder Worker, which is used for cutting wood. A time study chart, based on the use of the De Walt Wonder Metal Worker in conjunction with a Bowlby Air Vice in the plant of the Travel Air Manufacturing Company has been prepared by the company. Standard and special screw machine products of aviation grade will be included in the exhibit of the National Acme Company. The company also will show its “Namco” opening threading dies and collapsing taps. The lathe to be displayed by the South Bend Company will be especially adapted to work of an aeronautical nature as applied to manufacturing, maintenance and repair. These lathes are to be representative of the 96 sizes and types of back geared screw cutting lathes built by the company. AVIATION August 24, 1929 Races 393 THE TEST-BLOCK FOR AVIATION By Bruce G. LEIGHTON Director of Sales & Service; Wright Aeronautical Corporation Formerly Lieut. Commdr., U. S. N. Chief of Engine and Planning Sections Bureau of Aeronautics L IS QUITE an ordinary thing to hear laymen express disapproval of what they deem the folly of high-speed racing, and to read editorials in the press insisting that no practical use whatever can come of the stunning speeds attained by airplanes in cup contests. Such gentlemen provide, of course, that critical attitude which is always of value to an enterprise, particularly a fresh enterprise which still contains elements of the experimental, and which is under the necessity of demonstrating specifically its utility to mankind, On the other hand, if all these complainants could be made to understand that the race course is one of the vital testing blocks of aviation, they would perceive—perhaps with some enthusiasm—that even the extreme speed of 250 miles an hour is of extraordinary use to them. Suppose then, in behalf of our well-meaning critics, we consider the race course as it applies to the com- mercial airplane—for after all it is the commercial air- plane in which the layman and the editorial writer are most interested. And let us begin by saying that of all the characteristics that make of the airplane an important addition to the vehicles of the world, speed is the one essential. Because an airplane might have the maximum qualities of safety, comfort, stability, ease of operation, and economy—but without speed there is no acceptable reason for using it in preference to the many other famil- iar means of getting from one place to another place. The explicit usefulness of this new vehicle, as it applies to the ordinary citizen, is its ability to move him about faster than he has ever been moved before, and this use- fulness will increase in direct ratio to the increase of the airplane's speed. Every commercial airplane—and indeed almost every familiar sort of airplane—is a compromise with the characteristics of a “pure” airplane type. An almost perfect example of the pure type so-called, is the ship built for racing: for the sole purpose of attaining the maximum possible speed. The performance of such a ma- chine is extraordinarily high. The relation between power required and power available is almost ideal. Refine- ments in engine construction and plane construction permit short bursts of speed which are theoretically— and indeed for all practical purposes—up to the limit of human control. Such a racing airplane for instance, as the English Supermarine S5, which won the Schneider cup races in 1927, gives us what we may consider the perfection of speed. Its 875-hp. engine weighed only 930 pounds, an almost incredible refinement for a water- cooled engine. The design of the ship reduced drag to a very minimum, And the speed attained on a straight course, was well over 300 mph. Undoubtedly this record will soon be broken. But it provides us with an ideal of speed: the possibility inherent in a “pure” airplane. It is obviously impossible to consider the Supermarine S5 as an available commercial airplane, or even an available military pursuit plane. To attain perfect design in either of these types, it is necessary to make the compromise with the pure type which we have already mentioned, In a pursuit plane the necessity of mounting guns would lead to modifications in the fuselage; the requirement of clear vision for the pilot involves rearrangement of the wings; safety factors for the stress of battle flight must be increased; and the motor must be made heavier, more reliable over pro- longed flights. These changes reduce, of course, the maximum speed figure possible to the pure model. T° Apapr such an airplane to commercial use (we are speaking theoretically of course) even more drastic changes would be necessary. Speed and rate of climb must be reduced in behalf of economical operation. Passenger comfort, accessibility, and ease of maintenance must be considered. And all of these factors must stand second to safety and the utmost of reliability. Yet, with all these concessions, some of the charac~ teristics that enabled the pure type to make its high speed remain in the design of the compromise types. This observation is readily removed from the realm of theory and adjusted with the realm of fact. At Venice, in 1920, Lieut. Luigi Balogna flew a Savoia seaplane powered with an Anseldo engine 107.02 mph. to win the possession of the Schneider cup for Italy. The next year, again at Venice, the speed made by similar plane’ and engine was 111 mph. In 1922, Captain

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394 Harry Baird of England, flying a Supermarine with a 450 hp. Napier engine won the race at 145 mp.h. During those three years, the building of passenger airplanes for civilian use was not highly developed. But such passenger planes as were built in this country and abroad boasted top speeds of 90 and 100 mp.h. The factors that enabled the Schneider cup races to attain speeds of 107, 111, and 145 mph. were swiftly recognized by the designers of aircraft, and very quickly applied to their own work. Streamlining, and the consequent reduction of drag, was the most vital element. Radiation, engine improvements, propeller efficiency and wing designs were other elements. To point out that an ordinary production passenger plane, of standard quantity design, in 1929 usually can attain a top speed of 140 mph. is not particularly striking. But to observe that it can do this with engines of half the horsepower used in the Schneider Cup races of 1920, 1921 and 1922—that they can do it with large pay loads, and fuel supplies for hours of cruising—that they can do it with ships of low landing speed, and engines of reliability over prolonged stretches—these things are striking. The first Pulitzer race was run in 1920, and won in that year by Lieut. C. C. Mosely, who averaged 178 mph. That is a somewhat high speed, of course, even in relation to the airplanes of 1929. But Lieu- tenant Mosley flew in a plane designed by Verville purely for racing purposes, and useless for anything else. It was so fragile and unpractical for its day as Lieut. ‘Alford William’s Mercury racer is for this day. Its engine developed 600 hp., and the very low power loading is thus perfectly obvious. In short, the speed records of one day tend to be the normal speeds of days that come after. And this is possible solely because of the lessons learned by designer and manufacturer from the racing course. T= WHOLE SIGNIFICANCE of this tendency lies in the ability of designers to reduce the power requirements of the racers—thus effecting great economies—and to maintain the speeds of the racers. And it is possible to do this by making use of the numerous ingenuities which racing brings to the design of aircraft. ‘As a typical example in point, consider the metal propeller. Prior'to 1923, wooden propellers had been the vogue for the simple reason that they were familiar, dependable, and easy to procure. Designers of metal propellers had attempted in various ways to prove to the manufacturers that their product was more efficient. But the natural doubts which surround any new thing had worked to the disadvantage of the metal prop, and prevented any manufacturer from adopting it. Then, in 1923, Lieut. Alford Williams won the Pulitzer race, speeding ten miles an hour faster than his rival. He used a metal propeller. Immediately it was recognized that the metal prop had proved itself in this severe test, and the more efficient screw was adopted generally in the industry. ‘The result of this was a per- ceptible stepping up of maximum speeds for commercial, or passenger craft. The same idea holds good for numerous other details, almost as important if somewhat more technical in detail and remote from the superficial view. It may be accepted as a common truth in the industry that every recognized race has some effect upon the manufacture of airplanes. When A wins a speed contest from B, the instant question throughout the industry is, “How did he do it?” AVIATION August 24, 1929 His equipment is examined, His refinements are tested in the laboratory and on the block. If they will stand the harsh strain that they will be called upon to endure in commercial aviation, they are incorporated in existing designs, or designs are altered to encompass them. / True races current at Cleveland offer even more valu- able stimulus to the designer of commercial craft than such international events as the Schneider Cup races. For many of the planes entered here are, by reason of their classification, commercial planes. To urge another mile or two of speed out of their craft and their engines, pilots are more than likely to make slight changes, It follows naturally that-these changes will be submitted to further test and, if found permanently useful, incor- porated in future designs. Of course, there is severe strain upon the engine in any racing plane. Always, the engine is forced to its full throttle, and called upon to stand strains that ordinarily are not placed upon it. Let us suppose that an ambitious racing pilot wishes to force his engine—designed for 2,000 r.p.m—to 2,400 or 2,500 rpm. The changes effected by the manufacturer for the purposes of the race are examined with new interest if that particular engine wins the race. If these changes stand up well in the race itself, and in block and flying tests made afterwards, they are very likely to be incorporated in the stock model, thus increasing its efficiency and making it a better product. The laymen, to whom we reverted at the outset, generally address their strictures against high speeds to the airplane and the automobile in combination. They make no distinction between the two vehicles when criticizing the high velocities sought by both. Of course it is their lack of intimate knowledge of aviation which prevents them from seeing that there is no more danger to the passenger in flying at 200 m-p-h than at 80, provided of course the ship is built to stand this added strain. There is, on the other hand, a definite limitation to safe speed on the ground. When an automobile in the hands of a private owner goes more than 80 mop.h., it becomes a dangerous vehicle for the reason that it must traverse a road, with the consequent road frictions and the consequent other automobiles which might be met. Tire trouble is to be considered. Danger- ous curves are to be considered, Irregularities on the road surface, and a momentary lapse on the part of the driver would perhaps produce disastrous results. ‘The airplane, fortunately, is not subject to these limitations, Tt is quite easily controlled, even at very high speeds, There is practically no danger of collision. And nothing but a definite failure of a vital part can bring peril to bear upon its occupants. Thus the speeds at which ordinary citizens may move, by airplane, are limited only by the ability of the airplane itself. A sound and practical way to increase this ability is on the race course. And it is racing, furthermore, which provides that dramatic reality essential to the stimulation of man’s best efforts. In a race, under that splendid human urge to surpass his fellows, a man will try things that he would not try under normal cir cumstances. Even if he fails, such is the nature of flight in airplanes, the consequences are not likely to be serious, And if he succeeds, something is added to the science of mechanical flight: something that tomorrow the citizen will employ quite casually as he strives to move faster than he has ever moved before, from one place to another place. AVIATION August 24, 1929 AIR iE ALL FORMS of sport the question of handicap- ping is of paramount interest to the competitors, and ir racing is certainly no exception to the rule. It has, however, remained for this most modern of sports to demonstrate, in so far as “split second” finishes are concerned, that good handicapping is rather an art than a science, and that the slide rule of the handicapper must be augmented by judgment based upon experience. ‘There are two main divisions into which air race handi- caps fall: Case 1. Time handicap based on speed of aircraft, the object being a close finish irrespective of individual merit of design. In this case piloting skill is not taken into account, so that the actual winner should be the best pilot. Case 2. Handicap on formula. This is a proposal which has for some time been advocated in order to obtain recognition for aerodynamic efficiency of design, piloting skill being again neglected. In this case the handicap formula must be published several months be- fore the race to afford designers a chance to meet the conditions of the formula. This method is analogous to that.employed in yacht racing. Case 1, Handicap on Speed In my own opinion, handicap allowances based on known speed are generally preferable to those arrived at by the use of a formula, the reason being that_air- planes of all sorts and conditions can then enter with a chance of success, and air racing is thereby rendered more popular. “Formula” racing on the other hand involves special designs being prepared and the danger of non-entry in the race of particular machines which are penalized by the formula, Aerial races may be divided into two classes, short circuit races and extended circuit races. (a) Short Circuit Races, i.e., races which consist of any number of laps of a small circuit: In this type of race many of the competing machines have previously raced over the same course and their actual performances under the identical conditions (except for weather) are known. [This, of course, holds true more generally in Great Britain, where because of the small extent of the country the same pilots and planes come together over 395 RACES AND Handicapping By Captain R. J. GoopMan-CroucH O.B.E.; F.RAeS.; MlAcE. formerly technical expert, British Air Ministry; now of Whittelsey Avian Co. The handicapping of airplane races in England has been raised to a fine art. In these pages the process is set forth in detail by the man who has been most active in developing the methods. The author, long technical expert to the British Air Ministry, has also been handicapper to the Royal Aero Club and all its allied organizations. Now that he is resident in the United States, contest committees here will undoubt- edly seek the benefit of his unique ex- perience. The type of competition in which he is a specialist deserves more attention here. and over again at many different meetings, than in the United States —Ed.] The estimation of handicap allowances in such cases is simple and rapid. Such handicaps are usually not published in the pro- gram, but are put up on the board just prior to the race. This ‘enables an allowance to be made for the wind prevailing at the time, and also allows for the difference in starting lag of the various machines when the actual start of the race is from a line of the ground. ‘The general modus operandi is as follows: A tabulated form is prepared which is not only of use for showing at a glance the technical data necessary for estimating purposes, but is also of value for entering predicted speeds in a way suitable for comparison with speeds actually attained. “A suitable method of tabulation is given in Table I. Columns 1 to 4 are filled up from Entry Forms sub- mitted by the entrant. ‘A typical example of the Entry Forms used in Great Britain is shown in one of the ‘illustrations. ‘The weight of aircraft empty (Column 5) is also obtained from the Entry Forms, but it is a good plan to

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396, check the figure with records of actual weighing where these are obtainable. The number of the crew is also given in the Entry Forms and a fair weight to allow per person is 170 Ib. When, however, the actual pilot is known, it is not unfair to crédit or debit him with a few pounds when his actual weight has been previously ascertained. In this connec- tion it has sometimes occurred that the entrant has de- cided to change the number of his crew at the last mo- ment. It is, perhaps, best to make no change in the handicap for this reason, provided that the crew is in- creased in number, but if it is desired to do so, a rough performance estimate can be made some days before for uuse in such an event, by which the variation in speed due to a difference in weight of one person (at say 170 Ib.) is obtained, and hence the change in handicap becomes a matter of rapid adjustment. With regard to fuel and oil (Columns 7 and 8) for preliminary calculations an allowance of 25 per cent ex- cess over actual requirements for gasoline and 50 per cent excess for oil should be made. The actual allowance made may, however, be dependent on the tankage, for obviously if the size of the tanks allows only a small excess it is not probable that the entrant will especially modify his machine for the event. The next step is to compute the total weight of the machine for inclusion in column (a). The details for a hypothetical case are as follows: Item Weight Weight aircraft bare (with water, if any) from Entry Form 1,874 Ib. Fuel Allowance: A rough estimate of speed is, say, 115 mph. The consumption of petrol is, for instance, 0.52 Ib. bhp. hour. The course distance is, say, 130 mi,, and the approximate maximum permissible ‘b.hp. of the engine, say, 178 hp. Thus the petrol required for the race would he 130 m5 Plus 25 per cent excess equals 132 Ib. X 0.52 X 178 = 106 Ib, Oil Required: ‘The oil required at a consumption of, say, 0.028 Ib. per bhp. kour would be: 130 3 ie Trg X 00028 178 Ih. = 5.5 Ib. Plus 50 per cent excess equals 8.45 Ib. ‘These figures should then be checked with the capacity of the tanks. Weight of Crew: Taking for example, a single seater, the weight of pilot in flying kit equals 170 Ib. This leads to the completion of Column 9. The horsepower assumed for the engine should be taken from an engine bench test, the full normal power being allowed. It is quite probable that over-revving AVIATION August 24, 1929 will occur by fitting special propellers, but as the fitting of a different propeller would constitute a modification from the type this is required to be stated on the Entry Form, This in turn allows the necessary allowance to be made in the power figure. ‘The wing area (Column 11) is also given on the Entry Form and from Columns 9, 10, and 11, the power and surface loadings called for in Columns 12 and 13 can be filled in. With this information, it remains to carry out a per- formance estimate, possibly at different weights, in order to form a correct prediction for the speed on the straight, which should be filled in in Column 14, The various 120 nS no kK os tao as oraz 03 a6 | is a6 a7 a8 a & Handicapping Formule for Airplanes ve mien etree = handicapping speed tm mani. K = 12-0 for all ate: Dlanes fitted with watercooled engines; for planes Mtted Wwith aircooled engines the value for Ks to be taken from the curve shown above, P= bhp. of the engine Dez “Equivalent wing of plane in feet, Form monoplane, b methods of obtaining a true speed estimate are all appli- cable, and may be employed according to the require- ments of the particular case. First Method: If a rough estimate is required, curves of speed against pounds per horsepower obtained em- pirically from results of trials of various machines can be used, suitable corrections being made for the loading per square foot. Second Method: If previous actual performance re- sults of the same type of plane are obtainable a perform- ance reduction calculation can be carried out for the particular conditions existing. Thus changes in weight, horsepower, streamlining, etc., can be allowed for and adjustment made to the existing figures. In making adjustments to known speeds for various differing conditions experience is of the greatest value. For this reason the “Remark” column of Table I should be entered up with details as to accuracy of course and height flown, radius of turn at turning points, condition of motor, weather condition and direction and force of wind, These are for use in handicapping the same or ‘Table I—Handleap Estimates Cott Col, 2 Col.3 Col. Col. 5 Col. 6 Col. 7 Cot. 8 Cal, 9 Entrant or identi- Aircraft Engine Propeller Wt. of aircraft Wt. of erew Fuel Gil allowance Total we. of air ‘Beation No, empty allowance att racing Col, 10 Cot. Cal. 12 Col, 13 cal Col. 1S Col. 16 Remarks BILP. at RPM, Mainplanesrea Wt power ratio Surface loading Maximum speed Course speed in Actual apeed ‘or racing TCP. be sate) onataight sullair attained in race AVIATION August 24, 1929 397 ‘Table II—Adtustments for Meteorological Conditions Cott Cob. 2 Cat. 3 Col. Cal. § Cal. 6 Cat. Colt atrant og ilenti- Speed(irom Col. Time or onelap Time for onelap ‘Time foronelap “Take off” al Time required Handicap al- Starting Prenton No. Mistibte) Mnatifaie "Sand ot 1B n'wind ot'23 Towner Yor complete lowances ime of tar mp mol course rom nero he similar machines in future events. Any alterations to streamlining from standard should also be noted. ‘Thus, from an examination of the results of previous races one is able to make definite allowances for such points, and by the experience thus built up one is able to form a fairly accurate opinion as to the value in miles per hour of such changes. Thus taking as an example a small open-cockpit two-seater, such a machine without passenger, with one cockpit faired in and its windshield removed, would give a handicap allowance of the order of 3 mp.h. to another machine of the same type with its cockpit open, with windshield in place and carrying a passenger. Third Method: There is always, of course, the “dark horse” and in air racing this is exemplified by the new machine of novel design whose actual performance is unknown. In this case recourse has to be had to estimating, and ‘a complete performance calculation falls to the lot of the handicapper. Indeed it is the only method available for ships of an entirely new type which appear for the first time in an event to be handicapped. Speed estimates obtained by these methods are (unless based on previous results for the same or similar course) figures for straight speed. It therefore becomes neces- sary to adjust the figures so obtained in order to get the course speed. Briefly, this is a question of relative speed in getting round corners and maneuverability of the various aircraft comes into consideration. The whole of the above work is normally completed well before the day of the race, for in some cases it has been found advisable tto publish the handicap allowances a day or two before the commencement of the race meet. The disadvantage of this course of action is that no allowance can subsequently be made for meteorological conditions, while features in which aircraft are found to differ from the information given in the Entry Forms become the subject of executive action on the part of the contest committee rather than a matter for adjustment on the field by the handicapper. Usually the handicapper assumes normal weather with a light breeze blowing according to the prevailing wind for the region, and he breathes a prayer of thanksgiving on the day of the race if his “gust guessing” has been fairly accurate. Tn the normal case handicap allowances are not pub- lished until the morning of the race, and this enables the handicapper to make adjustments to the handicap allowances for the actual meteorological conditions ob- taining on that day. In this case the shape of the course has necessarily to be taken into account in conjunction with the direction and force of the wind, unless for the sake of simplicity a circular course is assumed. When adjustments on account of weather have to be made, a second table (Table II) becomes of use. In this table the speed already obtained and shown in Column 15 of Table I is used as a basic figure subject to further adjustments. The time for one lap (Column 3) is of course a matter of simple arithmetic, and is quite useful as a basic figure for estimating final handicaps for several races during the same afternoon which are round the same course, but which comprise a different number of laps. Corrections for wind are somewhat difficult to carry out rapidly and I would strongly advise their omission unless the weather conditions are such as really to neces- sitate these adjustments. In the event of their being required, however, wind charts for the course can be plotted out in advance for various wind directions and strengths, if the shape of the course renders the assumption of a circular flight path inadvisable. On the morning of the race, direction and strength of the wind is obtained from the Meteorological Office and the time per lap for machines of different speeds can be read from the plotted curves. This can then be filled in in columns 4 and 5 (as for example—Column 4 for 10 m.p.h., and column 5 for 20 m.p.h. wind). Then, if the actual wind just before ENTRY FORM Important Notices 1. The Butrant is responsible for the accurai find completencen of the portiars piven on thls £, Bitries will not be accepted, witess this form & completely fied in “de novo”. ‘Name of Entrant (in full).....-....-Nationality. ‘Address Name of Pilot or Pilots (for racing) PARTICULARS RELATING TO THE ENTRY Alreratt .Government Registration Mark Span. Upper. .feet. ‘Total Area of Main Planes (including Weight of com) the Race Type Horse power at Normal r-p.m. as gives latent date. Airscrew Design No, . -Diameter. RP.M, of Engine at top speed of et} ‘when near the ground and ‘when fitted with the above alrscrew. General Previous British Race Meetings in which the alreraft has competed during 1928. In what respects will the aircraft differ from standard type? 1. Streamlining of fittings, ete. Chassis . Wings Body... 5. Tail Unit . Airserew . Any other alterations 2 Hy 4 5 6

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38 the race is, say, 15 mp.h., Column 6 can easily be com- pleted. Column 7 can also be filled in on the day of the race, since until the wind direction is known the conditions of take-off cannot be fixed. If, for instance, a half-circuit of the aerodrome has to be made (because of the wind) before the machine starts its first lap in the geographical sense, due allowance can be made for the extra time taken. This allowance is of particular use in short races. [It will be noted that this applies to races in which the time is taken from a stand- ing start on the ground, and not, as in usual American practice, from the crossing of the line in flight. If the machines are to be started at their handicap intervals, as is done in Great Britain, assuring that the first plane across the finishing line will be the winner, the standing start must be used, for otherwise the starting time cannot be accurately controlled —Ed.] Usually, assuming piloting skill to remain constant throughout, as the gasoline is used and the machine becomes lighter there is a gradual increase in speed, but this of course is a very small point compared with the other variables, and estimates are normally based on a constant lap speed. This in turn allows the total time estimated to be re- quired for the race to be filled in, in Column 7, and by subtraction the actual handicap allowance can be filled in in Column 8. Further, if the race is due to start at a given hour, Column 9 should be filled in, and this enables the neces- sary information to be given to the starter. Theoretically the handicapper’s task is completed with columns 8 and 9, but in actual practice he finds from an official examination of the competing ships before the race that differences occur between the airplanes them- selves and their declared conditions on their Entry Forms. Diplomacy is here required, for not infrequently, owing to loose or incomplete descriptions of minor modifications and alterations to streamline some action has to be taken, and it depends largely on the handicapper as to whether, in fairness to other competitors, the offending entrant is disqualified or his handicap allowance readjusted to cover the particular points in question, Such readjustments call for a certain amount of expe- AVIATION August 24, 1929 rience, and are usually made in terms of the estimated effect ‘of the change in mp.h. and then translated into differences on the handicap allowances. (b) Extended Circuit Races: Exactly the same meth- ods as described above may be used for the extended circuit races, but obviously in this case estimates for lap time need not be gone into. In such races as the Kings Cup and: Aerial Derby [run over inter-city courses of several hundred miles—Ed.] the handicaps are published several days before the race, and it thus becomes impossible to make any detailed wind allowance. For the same reason the conditions of take-off Above: The Winner. Bert Hinkler In the machine in record flight from England to Australia jeldentally the first “Avian” produced Below: An Avro S4# passing the stands at an English Might plane meet AVIATION August 24, 1929 399 ‘The start of a Private Owner's light plane raco at Bout can only be settled on the day the event takes place, since the direction of the wind is not known. What, however, at first appears to be a disadvantage is really without importance, as any allowance on such a score would be quite negligible for long distance races around a closed circuit. This form of handicapping has during the past decade produced rather interesting results, and has been widely used in England, where short-distance racing has become a most popular week-end sport. Air race meets have been held in various parts of the country under the auspices of the Royal Aero Club, and have been largely supported by flying clubs and private aircraft owners in Great Britain. Case 2, Handicap on Formula Up to the present the Kings Cup Races of 1926 and 1927 have been the only races run on formula handicaps in England. The formula applied in the 1926 race was quite com- plex and involved the estimation of drag coefficients and propeller efficiency. The speed obtained from the formula [no par] was used for handicapping purposes without any adjustment whatsoever. It was hoped by taking into account in the formula those features which might be considered as more or less fixed for the designer, to award the prize to the entrant of the ship which was cleanest aerodynamically. The results of the race showed clearly that this for- mula was not suitable for application to a race in which a large number of different types of craft compete. In 1927 a much simpler formula was evolved by the Society of British Aircraft Constructors (see the curve reproduced herewith). This was used in the King’s Cup Race of that year, but the results tended to show that better results would have been obtained if a higher value for the constant K had been used. It was also suggested that the correction applied in the case of air-cooled engines should be omitted, and that monoplanes were unduly handicapped by the adjustment of wing area for biplanes as laid down in the formula. In 1928 the question again arose as to whether the race for the King’s Cup should be handicapped on a formula basis or by personal judgment, and it was decided ath, England at a meeting of the Royal Aero Club Committee that the latter method should be used. From the limited experience gained up to the present time handicapping on formula has not proved a success and it remains to be seen whether a suitable formula, involving no uncertain assumptions in its application and applicable to various and divergent types of airplanes, can be evolved. Personally, I am of opinion that formula handicapping will not prove of value for any race in which a large number of different types of airplanes compete until prizes are offered sufficiently attractive to encourage air- craft manufacturers to design and build machines espe- cially to beat the formula, and even in this case the freak machine may possibly be encouraged unwittingly. Moreover, if such a formula is evolved, I would sug- gest that it should set up a standard sufficiently high to allow it to be retained for a fairly long period without modification, so that by its application general design for racing may be improved from the aerodynamic view- point. A Suggestion From a consideration of the whole question and a full realization of the various difficulties which are linked up with all the forms of air race handicapping so far used, it appears that in so far as sporting “close finish” races are concerned, excellent results might be obtained by the wholehearted co-operation of the competitors. ‘Thus if it were possible for each competing aircraft in racing condition to be flown over an approved speed course by a pilot certified for the purpose, the results would firstly eliminate all possibilities of human error as regards the personal judgment of the handicapper and secondly would go far to popularize air race meets by the extremely close finishes which would be obtained. Tt remains to be seen whether such a scheme is prac- ticable, but I feel that the wonderful enthusiasm for aviation existing today in the United States of America, coupled with the undoubted airmindedness of the Amer- ican public, affords a marvelous opportunity for air rac- ing to be put on a basis such that the finest possible results may be obtained and the interest of the great American people brought to bear on a sport which is bound to leap forward to the place it justly merits within the next few years.

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400 AVIATION August 24, 1929 WHAT RACING DID FOR THE [tahan INDUSTRY By ComManpber SILvio0 SCARONI Royal Italian Air Force; Air Attaché to the Htalian Embassy at Washington I STRONGLY BELIEVE in the advantages the races bring to the rapid technical devel- opment in aeronautics, and I am glad Aviation asked me to say something on what racing did for the Italian industry. But when talking about races, one has to make a distinction, as there are two entirely different kinds of racing. One consists in taking a few planes out of a military squadron, “grooming them up,” taking away all the unnecessary load for the race, like armament, radio, etc., pushing up as far as possible the compression ratio of the engine, sometimes going as far as cutting off a bit of each wing, and so on. Designers and engi- neers have, naturally nothing to do with this kind of work. It is generally done by the mechanics themselves in the plant set up for small repairs to the squadron's airplanes. Such races have, if amy significance at all, a purely sporting importance which does not go be- yond the “prestige” of the squadron which wins the race, and serves no really useful purpose. It gives a pilot the chance to get a medal, or a squa the chance to get a trophy. Making available all the money a government can afford; putting together all the “engineering brains” of the nation, giving the pilots a careful training, together with a good preparation in all details ; that is what I call real racing, even if sometimes the event is not a race in the true sense of the word, as, for instance, when it is a question of a long-distance flight, an altitude record, and so on. To me it seems impossible to reconcile the attitudes of those who are enthusiastic about spending a lot of money on all kinds of experiments in the laboratory, even for the most fantastic ones, and would at the same time deny a reasonable amount of money for racing. OF course, I am not talking here about any particular country. T have observed the same phenomenon wherever T have gone to study aviation. When I used to take part myself in the kind of “free- for-all races” described above, and which were repre- sentative also of the international races almost until America won the Schneider Cup from England in 1923, I confess that I, too, did not believe much in racing. I could not see then the advantages of racing, since it was

ron.

generally a question not of bettering design, but making an already exist- machine worse for any practical purpose. The result was null from the technical stand- point, and invariably lim- ited to a few columns in the sporting section of the newspapers, a ban- quet with a lot of “after dinner speeches” on the splendid qualities of the winner, and the tremen- dous future of aviation, and sometimes a sweet smile from a beautiful girl who got suddenly enthusiastic over your temporary popularity. The comparative use- lessness of these races is evidenced also by the fact that in the first years subsequent to the war the so-called “racing planes,” which were purely mi planes taken out of the stocks left over from the war, did not increase their speed, in three years, from 1919 to 1921, by more than 10 m.p.h.

Commander Silvio Searont

[o28<%,i2 1919 the speed of the planes atthe Schneider Cup races in Venice was a little over 100 mph. (This race was cancelled because owing to the fog no competitor covered the correct course.) In 1920, the winner averaged 1067 m.p.h. and in 1921, De Briganti, on a Macchi 7 Flying Boat, won the race at 110.9 m-p.h. It is clear that from the technical point of view races of this kind were practically worthless. Only the following year, England made a real improve- ment with a new machine and a new engine, when she pushed the record up to 145.7 m.p.h., which meant a jump of 35 mph. But England knows what that improvement cost her. It was no more “monkey business” ; it was money, study, research, in a word real preparation for racing. In 1923, Rittenhouse covered the course at an average speed of 177.38 m.p.h., that is another 32 mp.h. more, AVIATION August 24, 1929

but the machine was not a war machine, neither was it fitted with a war engine. It was not the work of squadron mechanics, but a real engineering job. ‘The shock of this victory was felt in Europe, and she was so little prepared fora real race that in 1924, the year after Rittenhouse brought the Trophy to America, she could not come to the United States, as she had no plane nor engine to compete with the Curtiss. Curtiss, as an aeronautical constructor, was very little known to the average European, who knew about three names in American aviation, “Liberty Engine,” “Martin Bomber” and (yes, why not say it?) the “Barling Bomber,” the size of which struck his imagination. The American pilots, too, had had very little oppor-

401 ‘Macchi seaplane tn which Major De Bernardi won the Schnelder Cup Races in 1926 with a speed of 246.9 m.p.h. though, no matter what may be said to belittle it, it is always convertible into real money for an industry. But the American victory at Cowes started a fire be- tween all the. air-minded nations of the world which is still burning stronger than ever. The feeling that holds all the aeronautical world waiting for reliable news about the new planes which will participate in the Schneider Cup Race has never been so great as it is this year.

Tt WwoRLD is anxiously waiting to see the results of the efforts made in the last two years by all the aeronautical brains” of Italy, America, France, England, in a word all the great airplane-producing nations of the world with the exception of Germany. All that interest is purely due to the races. tunity toshow Europe what they were worth, with the result that Europe was _per- fectly convinced that outside her ter- ritory there was not much worth con- sidering in this field. That, of course, was long before Lindbergh, By rd, etc., had made their splendid flights across the Atlantic with American engines and planes. I think no one can deny that America gained a tremendous prestige in the air when one of its citizens put up so remarkable a performance as did Rittenhouse in Eng- land. The prestige in itself may amount to little, al- | Commander Silvio Scaroni is qualified to write with authority upon what racing has done for the Italian aeronautic industry. He was among Italy's leading aces, has been his country’s Air Attaché in London, and is at present dir Attaché to the Italian Embassy at Washington. Commander Scaroni points out in a most striking manner, with illustrations from recent experi- ence, how the development of a successful racing plane is at- tained by “putting together all the ‘engineering brains’ of the Nation” backed by sufficient funds, and by careful and spe- cialized training of personne

Now one may question the value of the technical improvements and the utility of these improvements in so far as their practical application to commercial and military aviation is concerned. [These points are commented upon by Mr. Leigh- ton and Commander Wead in their articles, and also by secretaries Davison and In- galls—Ed.] Such matters can be dis- cussed for months, but I am writing on what racing did for the Italian industry. Here is a piece of “old news” from an American publication written the day after Italy won the Schneider Cup: Said the “Air Corps News letter:” “The victory of the Italian flyer is all the more remarkable when consideration is taken of the fact that in the Schneider Cup Race held at Baltimore last year the Italian entry, a Macchi-Curtiss mono- plane, piloted by Lieut. De Briganti, was hopelessly outclassed and attained an average speed of but 168 m.p.h. This speaks volumes for the wonderful prog- ress made by Italy in the short space of one year in the matter of seaplane devel- opment.” But even these 168 m.p.h. were obtained with a foreign-made-engine, as at the time we had nothing better to show. In December, 1925, the Italians were

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402 still looking for an engine to use in the 1926 Schneider Cup race. ‘Then they started thinking seriously about racing, and they obtained results to hope for which would have seemed optimistic even to an enthusiastic man. The Italian Air Minister, H. E. Mussolini, called to- gether all the aeronautical “engineering brains” of Italy, and promised all the money necessary for the development of plane and engine. ‘On Feb. 4, 1926, the engineers of the Fiat began work- ing on the design of a new AS-2 motor, and its construc- tion was started on Feb. 15. On June 24 the first test of the first four engines in construction was successfully carried out. On its part, the Macchi on March 25 began the design in detail of the seaplane, and on April 15 its construction. (These figures are the official figures given by the Macchi and Fiat companies.) In November of the same year this plane and engine won the Schneider Cup at Norfolk, Va. In December, 1925, a very well-known American firm was asked to construct for the Italian Government the engines to be used in the Schneider Cup race. With a letter dated Jan. 6, 1926, said firm answered that it could not build the engines, as the type asked had been devel- oped in co-operation with the American Government. Although we were far behind the leading countries in AVIATION August 24, 1929 engine construction, in about nine months, just on account of the races, we succeeded in building an engine which was considered at least one year ahead of all the aero engines existing at the time. This engine had a weight of one pound per b.hp., although it had a compression ratio of only 6.2: 1, and we could therefore use ordinary fuel (kindly furnished us by the Naval Air Station at Hampton Roads) in the proportion of 80 per cent gasoline and 20 per cent benzol. SUALLY people look at the plane to determine the amount of progress made in aviation, and few seem to give much importance to the engine, but it is the engine which has made the most wonderful progress, thanks to the races, People say that such speeds will not be practical for commercial or military planes and that after all the plane, except for an improved streamline, is more or less the same as it used to be years ago. And the same people tell you also that such an engine as is used in the races is too unreliable and cannot stand the strain of long flights. Well, I grant these people that the plane is still made of fuselage, wings, tail and undercarriage, and that the races have left it fundamentally what it was 25 yr. ago. This is only in part true: nobody will deny, for in- stance, that the Curtiss pursuit plane, which is today the . EE: 2 i fn flight. Piloted by Lieutenant De Bri 0.8 ey It attained a speed of 168 mph. «AVIATION August 24, 1929 standard equipment in the military organization, has a lot to do with that other Curtiss product which won the Schneider Cup at Cowes. And, again, I will never forget the incredulous smile on the faces of several experts when for the first time they set their eyes on the Macchi plane in the hangar at Norfolk. In 1925 England brought to Baltimore a monoplane with semi-cantilever wing of thin section, which crashed on the first trial because the wing was not strong enough to stand the strain of a 45 deg. turn. That kind of construction, said some newspapers at the time, “is criminal.” ‘An expert whom I had the pleasure of showing around the hangars at Norfolk, pencil in one hand and slide rule in the other, demonstrated to me that the Macchi semi- Major De Bernardi being carried on the shoulders of his seompatriots after winning the 1926 Schnelder Cup race. Commander Searonl stands beslde him cantilever wing could not possibly stand the strain, as the flapping of the wing tip would certainly cause a dis- aster like the one at Baltimore the previous year. The Macchi won the race, nobody died, and Ferrarin made some beautiful loops to the amusement and admira- tion of both technical and non-technical people watching him from the ground. ; But people still insist on giving almost all their atten- tion to the plane and little to the engine. AS IAT as 1925 there was no engine in the world which weighed less than 1.8 Ib. per bhp. (dry) and the majority were as heavy as 3.3 Ib. per bhp. Therefore, for the Fiat to build an engine weighing only 1.1 Ib. per b.hp. was no small success. To those who think that such engines are unreliable and cannot stand the strain of long flight, I will simply remind them that in the Fiat A-22T aero-engine, which was installed on the plane used by Major Ferrarin and Del Prete for their long-distance flight from Rome to Brazil (a world’s record which still holds good) there were incorporated all the improvements gained in building and running the Fiat engine which won the Schneider Cup at Norfolk. At the end of 1925 the whole Italian industry could not give the Government a single engine and plane for the most important international race. For this year’s race, not only the Fiat, but the Isotta-Fraschini, too, have built engines which will compete; and not only the Macchi, but two other Italian firms as well, are building planes for this event. ‘And that the technical knowledge acquired in building these planes and engines can be exploited, at least in part, for practical use in military and commercial planes, few people can deny. That an entirely new plane and engine, which have made a few trial flights and even won a race cannot be put, the day after the race, in a squadron as a standard type, or on an air line as a paying job, is such an evident truth that no one can seriously question it. But, on the other hand, having in five years (1920-1926) brought up the speed of a plane from 110 m.p.h. to 246 m.p.h., and having brought down the average weight of the engine from two pounds to one pound per bhp. is a real success which can hardly be denied. One hears it very often said that the stage of technical development reached in the racing machines is already too mitch ahead of what we can practically apply to commercial and military planes. One hears it said also that the amount of money needed now for the construction of new planes and new engines for that purpose is not justified by the result we may hope to obtain, either from the technical or any other point of view. I, for one, do not share this point of view, as I do not dare to fix any limit to human possibilities, least of all in the aeronautical field. Remembering the statement above referred to that the “Italian entry, a Macchi-Curtiss monoplane, was hopelessly outclassed...” it is with pride, which I believe is justified, that I read in the “London Telegraph” a recent article which says: “The Italians are deter- mined to conquer the Schneider Cup, and since an Italian plane holds the world speed record, they are to be con- sidered our most formidable rivals.’ That is what racing did for the Italian industry.

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404 Nine Years OF NATIONAL AIR RACING QO: THE thousands of persons who are expecting to witness the 1929 National Air Races at Cleveland this week, few know the origin of the various events, or the reason for them. Even among those within the industry, the old-timers are perhaps the only ones ‘that will recall why and when and how the races were started, so rapidly has aviation grown in the last three years, Yet the history of the National Air Races is important. Their growth marks very clearly the de- velopment of commercial aviation in this country, and it records the progress that has been made in the design and construction of aircraft and engines. When the United States entered the War, a tre- mendous demand was placed upon the aircraft manu- facturers. As a result, new factories were created, and they were expanded until the country had a real aircraft industry, but it was founded almost entirely upon war-time contracts—a very insecure footing. There was no commercial aviation activity. We had a tremendous investment in a machine that had no possible outlet for its product other than sales to the-Government. With the cessation of hostilities and the abrupt termination of the Government contracts, the manufac- turers found themselves in an almost hopeless position. ‘The public had accepted aviation as a military tool, but it was far from ready to accept it as something that could be used to advantage commercially. Its accept- ance in that could only be brought about slowly by education. The demand that there was for planes to be used commercially was readily supplied by the surplus of war-production machines. The years immediately following the War were extremely lean, and in fact, had it not been for some of the pioneers who believed in the future of aviation and worked to develop it more for the love of the game than anything else the United States would not have the aircraft industry it has today. It was in the leanest of the lean years that the National Air Races—started to encourage competition in design among the manufacturers and to arouse the interest of the public in flying—had their beginning. True, the series of races did not take its present form until 1923, when it was called the “International Air Races,” much in the same manner that the first aircraft show of the Aeronautical Chamber of Commerce in Chicago last December was known as the “International Aeronautical Exposition,” but the principal events originated in the first years after the close of the War. The Pulitzer Trophy, donated by Ralph, Herbert and Joseph Pulitzer, Jr., one of the mainstays of the air AVIATION August 24, 1929 races, was first competed for in 1920, However, the national races may be said actually to have originated in 192 A number of aviation meets were conducted in various parts of the country in that year, and some of the events held were later incorporated in National Air Races, where they still survive as aeronautical classtcs. The greatest series of races in 1921 was to have been held at Selfridge Field, Mt. Clemens, Michigan, September 8-10. In that meet it had been planned to include the second annual race for the Pulitzer Trophy. For the purpose of conducting the meet, the Detroit Aviation Society was incorporated and an_ elaborate program was arranged. A main event was scheduled as Lett to Josephus Di a no-handicap race for multi-engined planes with large load-carrying capacities and with high speeds in excess of 75 mp.h. Note that figure well, as a mark of eight years’ progress in transport types. The course was to be 250 miles in length, and the rules provided that the pylons were to be passed at an altitude of not more than 400 feet, but on each lap the planes had to pass over a captive balloon 6,000 ft. in the air. The second event was planned as a race for light commercial planes good for speeds of more than 80 mph. The course and the rules were the same as in the first event, but the winner was selected on a basis of points earned. Six hundred were to be granted for finishing first in the race, while other points were to be given on the basis of preliminary tests for the shortest take-off and landing run and the greatest range in speed. Bonuses in points were also provided for self-starters, AVIATION August 24, 1929 By James P. WINES mufflers, and the accessibility to oil, water and fuel tank caps, as well as drain plugs, filtering screens, ignition breakers and distributors. That marked the first attempt at planning a general commercial efficiency contest. ‘The same rules applied to the third event scheduled, even to choosing the winner, which was for 2-seater planes of the observation type, having high speeds of more than 90 mp.h. The fourth event was the Pulitzer Trophy Race, at that time a free-for-all for planes capable of traveling at least 140 m.p.h, That race was to have been four laps around a 40-mile closed course. For the four events, there was to have been awarded a total of $10,000 in cash prizes. The Detroit meet would have been one of the out- standing events of the year, but late in July the Detroit Aviation Society announced the postponement of the races until 1922 as a result of its inability to obtain assurances of Army and Navy entries. The lack of funds was given as the reason for the non-participation of the services, and the races were cancelled because the service entries were being depended upon to provide competition. However, there were races elsewhere. On September A plane rounding the pylon at the 1926 5 there was an OX-5 powered “Jenny” race at Chicago, Illinois, with eleven entries. A flying meet held at Kokomo, Indiana, Sept 22-24 under the auspices of the Curtiss-Indiana Company was reported to have drawn out a total of fifty planes, most of them, no doubt, the ubiquitous JN. The next event on the aeronautical calendar was “Aviation Day,” October 16, at the then Curtiss Field, Garden City, Long Island. ‘It was distinguished by a demonstration of the advantages of air transport. The Wright Aeronautical Corporation donated a trophy for this affair, which was for both land planes and seaplanes and was curiously indefinite in its nature. Each entrant had to make a flight of his own choosing within eight A section of Farms Field, scene of the 1926 Natlor Ale Races

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406 hours, and then was required to cite the advantages, measured in time, money, or by any other means, of ait travel over all other forms of transportation for the flight that he made. The comparison presented an alarming problem for the judges. 'HE LATE FALL of 1921 was featured by two outstand- ing aviation meets. The first was the American Legion Flying Meet, held in conjunction with the Third Annual American Legion Convention at Kansas City, October 31 to November 2, and designed to show the progress of aviation since the close of the World War. ‘Among the events was an altitude competition won by Lieutenant Wendell Brookley, U. S. A., in a DH-4B powered with a Liberty engine. He reached an altitude of 24,850 feet with Sergt. Encil Chambers as passenger. ‘At that time evidently no one had thought of a delayed opening parachute jump, for Sergeant Chambers “went ‘over the side” a parachute when Lieutenant Brook- ley had reached his high altitude mark, thereby winning a cup for the highest parachute jump. Other events included an exhibition of commercial sport model planes. Incidentally, any privately owned open-cockpit plane was considered a sport model. The planes took off singly and were put through any stunts, above an altitude of 1,000 ft., that the pilots cared to perform with a view to showing the climb, maneuver- ability and speed of their craft. ‘The event was won by Farle F, White in an SVA-9 powered with a 225 hp. SPA engine, a slightly modified Italian military plane. ‘There was also a relay race for Jennies and “Canucks,” with four planes to a team. One at a time, they took off from a standing start, flew around a fifteen mile tri- angular course, landed and taxied to the line. Then the next plane of the team would take off. “Casey” Jones, now the president of Curtiss Flying Service, Inc., won the “Legion Junior Derby” for planes of any type with a high speed of less than 100 m.p.h. He flew his C-6 powered, Curtiss “Oriole” five laps around the 17.1 mile course at an average speed of 97.3 m.p.h. That was the first appearance of a machine later to become famous in Mr. Jones’ hands. N. D. Trindler won the looping contest by making 38 consecutive loops with a Longren plane powered with a 60 hp. Lawrence L-2 engine and having a vulcanized fibre monocoque fuselage, while Lloyd Bertaud finished first in the Legion Derby with his 400 hp. Curtiss powered, Ansaldo Balilla, at an average of 150 m.p.h. on a straightaway course. ‘Among the other events were formation flying by Army and civilian planes, a parachute drop from a captive balloon, a stunting contest, plane changing and wing walking, an endurance race covering a minimum distance of 600 miles, and an efficiency contest for aircraft carry- ing five or more passengers. The latter event was intended to include express and mail planes. The sensational element was much to the fore. The second meet in the late fall of 1921, and the last one of the year, was held at Omaha, Nebraska, November 3-5, in conjunction with the International Aero Congress. In a sense the combination of this event with the one at Kansas City marks the real beginning of the National ‘Air Races. The principal feature of this affair was the ‘second Pulitzer Trophy Race, which the Detroit Aviation Society had failed to conduct. The requirements of the race were the same as in 1920. The planes entered had to show a speed of at least 140 m.p.h., while the pilots were required to hold F. A. I. licenses and to be entered on the register of the Aero Club of America, However, AVIATION August 24, 1929 the course was changed slightly, to five laps of a 31-mile course, Bert Acosta piloted his Curtiss Navy racer, powered with a CD-12 engine at an average speed of 176.7 mph. Many of the planes that took part in the American Legion meet at Kansas City were flown to Omaha, where they were entered in the various other events held there. Mr. Jones won again with his C-6 Oriole. He flew a 90-mile course in 55 minutes and-44 seconds in a race for C-6 and K-6 Curtiss Orioles, Hispano-Suiza powered Jennies, Laird “Swallows,” C-6 and K-6 Standards, and in general any machines with high speeds of from 75 to90mp.h. Ina race for Jennies, Canucks, OX Orioles, OX Standards, and other planes with top speeds of from 60 to 75 m.p.h., F. M. Donaldson piloted his OX Oriole to victory by covering the 90-mile course in 69 minutes and 4 seconds. There was also a contest at Omaha for the Larsen Efficiency Trophy, which was donated by John M. Larsen to be awarded the plane demonstrating the highest efficiency factor (E) according to the formula _ (WI z= (%2)s in which 17 was the total weight of the plane leaving the ground; T, the weight empty; G, fuel consumption during the fight, and S, the average speed in miles per hour made over the course. The Aero Club of Omaha likewise specified that the entrants must have a minimum air speed of not less than 60 mph, and must be able to carry a pay load of 400 Ib. A minimum factor of safety of five for monoplanes and four for biplanes was required. The course flown was 250 miles in length. On crossing the finish line, the planes had to climb to an altitude of 5,000 ft, marked by a captive balloon, and then land in a predetermined area. This event was won from a field of 18 entries by Mr. White, with the SVA-9 in which he had captured the trophy for sport planes at Kansas City. The awarding of the Larsen Trophy to Mr. White, though, was later protested by the donor, who had also had an entry, on the grounds that SVA-9 made use of a center section fuel tank, and a long and acrimonious dispute resulted. T= NEXT important occurrence affecting competitions and their management was the amalgamation in Jan- uary, 1922, of the Aero Club of America and the National Air Association, which had been formed at the Inter- national Aero Congress in Omaha. This was followed in May with the announcement of plans for the forma- tion of the present National Aeronautic Association dur- ing the week of racing to be conducted by the Detroit Aviation Society in the fall. At the time, Rear Admiral W. F. Fullam, U. S. N. (Ret.), was making a tour of the country in an effort to organize states and districts on the behalf of the new organization, which was to be formed. Colonel Harold E. Hartney was also active in the preparations for the organization meeting. Inci- dentally, it is interesting to note that the first problems with which the Aeronautic Assotiation planned to cope were those of overcoming the fear caused by the igno- rance of the public in regard to flying, and the lack of legislation governing aeronautic activities. Before the N. A. A. was formally organized, however, several important aviation meets were held. On April 29 and May 6 and 7, for example, the American Legion conducted a flying meet at Wichita Falls, Texas, the events on each of the three days being opened with a AVIATION August 24, 1929 formation flight over the.city. The first day, the forma- tion flying was followed by what was known as the Curtiss 30-mile race. After this came a 5-minute altitude climb for government planes, a stunting exhibition by Army Air Corps craft, wing walking, a race for Laird Swallows and Lincoln Standards, a free-for-all aerobatic contest, and a parachute spot landing contest from an altitude of 1,500 ft. The program for the second day was practically the same as that for the first. The third day, however, there was a free-for-all handicap race, a looping contest and a contest for upside down flying, in addition to parachute jumps and the formation flight over the city. Tt has been generally true throughout racing history, as it was in 1921, that the most spectacular and sensa- tional events have been provided by the military and naval services. For example, an aviation meet was held at Logan Field, Baltimore, Maryland, Memorial Day, 1922. There were a number of civilian races and con- tests, in which some 38 planes participated, yet the most interesting event from the point of view of the spectator was agreed to have been the bombing of a wood and canvas “fort” by a number of Army planes. At the National Air Races last year, likewise, the Navy's “Sea Hawks” and the Army's “Three Musketeers” almost monopolized the public interest except for a few brief periods. The next event of importance on the 1922 calenddr was at Monmouth, Illinois, June 15-17, Thirty-two planes competed in the various events, which included several races, an aerobatic contest, a parachute jumping contest to a spot landing, a dead-stick gliding contest in which the last plane to land won and a climbing and descending contest. This meet was noteworthy for the dawn of sanity on certain types of aerobatics. The management announced that there would be no plane- changing or wing walking exhibitions, Public interest in such performances was fortunately dying. G2, WE coms to the Detroit Aviation Meet, which was opened October 7. For the first time, National Air Races were to be held on a large scale and as a connected whole. The meet was, of course, conducted by the Detroit Aviation Society, and was held at Selfridge Field, where it had been planned to hold the races the previous year. The third race for the Pulitzer Trophy was in- Lleut, Cy Hettis in the cockpit of his 1925 Pulltzer Race winning Curtiss Racer tended as the principal feature, with a number of others as a setting for the trophy competition. However, it will be remembered that plans had already been laid for the formation of the National Aeronautic Association to replace the existing aeronautic bodies. ‘According to schedule, this organization came into being at the business meeting of the amalgamated Aero Club of America and the National Air Association, held at the time of the Detroit races. The result was that the newly formed N. A. A. picked up practically the whole group of races in a body, and when conducted with others in 1923 under the auspices of the St. Louis Air Board and the Flying Club of St. Louis with the sanction of the Aeronautic Association, they became formally known as the International Air Races. N ANY RATE, six events were held at the Detroit meet of 1922, Five of them were won by service pilots, the sixth being limited to civilian entries. The first event was known as the “Detroit Aerial Water Derby,” and included the race for the Curtiss Marine Flying Trophy. The deed of gift had specified that the trophy shouldbe perpetual, and that the annual races for it were to be conducted by the Aero Club of America, or any other aeronautical association assigned to the task by the Aero Club. This first race was eight laps around a 20-mile closed course, with the requirement that the planes land and taxi around some water controls on the fifth, sixth and seventh laps. The necessity of making sharp turns while taxiing at maximum speed produced some very picturesque results, especially with the twin-float sea- planes. The event was won by Lieutenant A. W. Gorton, U.S. N., with his Navy Curtiss seaplane powered with a J-1 Lawrence engine, one of the forbears of the present Wright “Whirlwinds,” at an average speed of 112.16 mph. The Curtiss Trophy race was inherited with the others by the N. A. A., but because it is a water event it has been conducted apart from the National Air Races. The second event at Detroit was a race, 10 laps around a 24-mile course, for the Detroit News Aerial Mail Trophy. This race was supposedly intended for air mail planes, but the peculiar thing about it was that all the mail planes at that time were DH’s, powered with Liberty engines, while the rules for the race limited the entries to large multi-engined machines. As a result, it might as well have been an Air Corps race. Four Martin bombers and a Martin transport, belonging to the Army, were the only participants. ‘The Martin transport, piloted by Lieutenant Erik Nelson, U. S, A., subse- quently one of the members of the Army’s Round-the

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408 World-flight, won by making good an average speed of 105.1 m.p.h. over the course, Incidentally, this was one of the earliest triumphs gained by any machine with the pilots cockpit totally enclosed. A race for “light” commercial planes for the Aviation Country Club of Detroit Trophy was the third event. The course was the same as in the second event, and the race was won by Lieutenant Harold R. Harris, now of Pan-American Grace Airways, with the famous Liberty- powered “Honeymoon Express,” an extensively modified DH. The average speed made was 135.1 m.p.h. Lieu- tenant Harris increased his speed materially by flying within a foot or two of the surface of the water on the part of the course that lay over the Detroit River, one of the first attempts that had been made to take advantage of “ground effect” in racing. The fourth event was the Liberty Engine Builders’ Trophy Race for 2-seater planes of the observation type. Nine Army machines competed, and the winner was Lieutenant T. J. Koenig with a Lepere, powered, of course, with a Liberty engine. The average speed maintained by the plane in the race was 128.8 mph. The third Pulitzer Trophy Race was the fifth event. It was won by Lieut. R. L. Maughan, U. S. A., who flew the Army Curtiss racer No. 2 to victory at an aver- age speed of 206 mp.h., with Lieut, Lester J. Maitland, of the Army’s Hawaiian flight of 1927, on a similar machine. The race was five times around a 50 km. (31.7 mi.) course. Both the Army and the Navy had become much interested in racing and had had speed machines built by a number of manufacturers, with the result that there were approximately twenty starters in the Pulitzer Race, a record never approached before or since. The sixth event was the “On-to-Detroit” Race, a free-for-all for civilian planes flying to Selfridge Field from points more than 200 miles distant. It is histori- cally important, because it was the beginning of the many cross-country air derbies now held in conjunction with the National Air Races. Sues, Missourr, seems to have the faculty, so far as aeronautical events are concerned, of obtaining per- mission to hold the most successful at an early stage of their existence. Next winter, the second national aero- nautical exposition will be held there, while in 1923 the city became the scene of the air races. ‘The 1923 air races went to St. Louis, and an organi- zation known as the St. Louis Air Board was formed to make the arrangements and conduct the races with the aid of the Flying Club of St. Louis. To finance the event, it was proposed that a St. Louis Aero- nautical Corporation be formed. Twenty thousand shares of no par value stock were to be issued and sold at $10.00 a share. Of the capital thus obtained, it was estimated that from $20,000 to $70,000 would be used for the purchase of land for an airport, that $43,000 would be expended in making permanent’ improvements, and that $13,000 would be offered in prizes. The remainder of the sum was to be used for the actual expenses entailed in con- ducting the air races. A site for the airport was selected at Bridgeton, Mo., and the worl on it was completed in time for the races, which were set for October 1-3. At that time, the field was said to be one of the best in the country, but evidently its drainage system was none too good. ‘The heavy rains that were experienced shortly before the races were scheduled made the field unsafe AVIATION August 24, 1929 He A Navy Wright Fighter ready to take off in the 1925 Palltzer Race for operations, so at the last minute the races were post- poned until October 4-6. Highway transport between the city of St. Louis and the field was, and remained throughout, most congested and unsatisfactory. ‘The first race on the calender was the “On-to-St. Louis” event, which was completed before the air races proper were opened. Like the On-to-Detroit Race, it was for planes flying to the Bridgeton field from a dis- tance of more than 200 miles, and was open only to civilian fliers. The awards were made on a basis of elapsed time, taking into consideration the distance, the horsepower of the engine and the number of passengers carried in each plane, “Casey” Jones again came to the front in this race, winning it by Aying his Curtiss Oriole from Garden City, a distance of 900 miles, in 13 hr. and 20 min. The second event of the meeting and the first event of the air races proper, was a race for the Flying Club of St. Louis Trophy, it was open to civilian 2-seater planes, powered with OX-5's or engines of lesser horse- power. The race was three laps around a 50 km. (31.07 mi.) course or a distance of 93 miles. Walter E. Lees, piloting an OX-5 powered Hartzell FC1, was the winner, averaging 89.51 m.p.h. The next race was for the Liberty Engine Builders’ Trophy, and again it was won by an Army pilot, even though it was open to civilians. “The winner was Lieut. C. McMullen, who piloted a Fokker CO4, equipped with a 450 hp. Liberty engine, six laps around the 50 km. closed course at an average speed of 139.03 mph. The Detroit Aviation Country Club Trophy Race was the fourth event held at St. Louis. The rules for the race, though, had been changed since it was first con- dutted in Detroit. In 1923, it was a handicap for com- mercial planes with top speeds of not less than 80 m, and with engines of not more than 750 cu.in. piston dis placement, or approximately 200 hp. The regulations also provided that the planes entered in the race must carry at least two passengers besides the pilot. This event was won by Jack Atkinson when he piloted his Bellanca CF cabin monoplane, which was powered with a 90 hp. Anzani engine, five times around the 50 km. course at an average speed of 94.28 mp.h. The charac teristic Bellanca type, with wide lifting struts to the wing. was making its first public appearance. Maintaining a speed of 114.28 mp.h. over a 300 km. course won the Merchants’ Exchange of St. Louis Trophy for Lieut. H. L. George, U. S.A., who flew a Martin bomber with two Liberty engines. This race had been scheduled for both military and civilian planes with carrying capacities of not less than 2,000 1b. Incidentally, the winning plane was constructed originally in 1919 for the Government AVIATION August 24, 1929 air mail work, and saw some 120,000 miles of flying in that service before it was turned over to the Air Corps and changed into a bomber. The Detroit News Air Mail Trophy Race, held for the second time, was restricted on this occasion to U. S. Air Mail pilots flying regulation air mail service planes. The event was captured by J. F. Moore, who flew the re- quired six laps of the 50 km. course in his DH-4 mail plane at an average of 124.98 mp.h. The John L. Mitchell Trophy, a perpetual trophy donated by Brig. Gen. William Mitchell in honor of his brother who was killed overseas, was competed for by pilots of the Army's First Pursuit Group. Tt was practically a “one-design” race, since the pursuit group was using Thomas-Morse MB-3’s powered with 300 hp. wright H-3 engines at that time. Capt. Bert Skeel was the winner, flying his plane 146.45 m.p.h. The Mulvihill Model Trophy, open to members of the Junior Flying League of the N. A. A., was another prize competed for for the first time in St. Louis. ‘As in the case of a number of the other events, the rules for the annual race for the Pulitzer Trophy were modified to a certain extent by the N. A. A. before the race was run off at St. Louis. A speed of 206 m.p.h. had been attained the year before, and when it was learned that everything went black before the pilot’s eyes in making a Sharp turn at such high speed, it was decided to arrange the course in the shape of an equilateral triangle with double pylons at each point, in order to necessitate wider turns. ‘The minimum high speed was increased to 175 m.ph, also, and the factor of safety required for both monoplanes and biplanes entered in the race was raised to 7J. The event, under the modified rules, was won by Lieut. “AI” Williams of the Navy, who flew the Navy's new Curtiss racer, pow- ered with a D-2 special, four times around the course at an average speed of 243.67 mp.h. The Navy had had four new machines built for the race, two by the Curtiss and two by the Wright company. The Army had no new ships, but started those used by Maughan and Maitland the previous year. One of the very interesting points in connection with the races in 1923 was the arrangement made to have all the pilots on the field take qualifying tests, so that they might be classed according to their skill. The pilots passing the test satisfactorily were allowed to carry passengers at any time. Others were allowed to fly but 409 without passengers, while the least satisfactory were not permitted to fly without a qualified pilot. The plan of control was good, but civilian stunting was permitted at objectionably low altitudes. Another point of interest is the fact that a large tent was erected on the flying field to house the aeronautical exhibits prepared by the Army and Navy and those of a few commercial manufacturers. The N. A. A. held its annual convention: in St. Louis while the races were in progress, a practice that has been followed since that time with one exception. The Army and Navy were still dominant in the competitions at St. Louis, but the commercial participation was growing steadily more important. Wises Weston Fueto, at Dayton, Ohio, was the scene of the 1924 National Air Races, which were held October 2-4, and included most of the events held at St. Louis the year before. In addition, there were some new events, planned with special reference to the interest. in exceedingly light and low-powered planes which had grown out of glider activities in Germany and elsewhere. ‘The first race was an “On-to-Dayton” affair, which was won by Mr. Jones, in accordance with his established habit, with a C-6 powered, clipped wing Curtiss Oriole. His winning of this race was rather amusing in view of the fact that he landed at Wright Field, after having flown from a point apropximately 200 miles away, only to find that his flight was officially held just under the re- quired 200 mile mark and that it could not be counted for that reason. As a result, he took off again, flew to Chaunte Field, Rantoul, Illinois, which is 203 miles from Dayton, and then returned with a good tail wind. The return flight won the race for him. ‘The second event, one of the new ones, was a race for a trophy offered by the National Cash Register Company for 2-seater civilian planes with engines of not more than 510 cu.in. piston displacement. Each of the entries carried a load of 340 Ib. and was sent off from a standing start, making six circuits of a 15 mile closed course before finishing. This race was won by Mr. Lees with the same Hartzell FC1 that he had piloted to victory in the races the year before, His average speed was 97.5 mp.h, This event was followed by a race for the Labor Union of Dayton Trophy, which was won by the imperturbable Mr, Jones with his clipped wing Oriole. ‘The race was eight laps around the 15-mile closed course, and was open to all civilian planes, capable of carrying Entries in the 1924 Pulitzer Race lined up for the take off

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410 from two to four passengers and with engines of less than 800 cu. in. piston displacement. Mr. Jones won it by flying the course at an average speed of 125 mph. Lieut. D. G. Duke, U. S. A., was the winner of the Liberty Engine Builders’ Trophy Race, and set a pace of 130.34 mp.h, with his DH. This race open to both civilian and military planes of the 2-seater observation type, had been restricted against wing-clipping by the additional requirement that the wing area must total at least 360 sq. ft. The Dayton Chamber of Commerce Trophy, offered to the winner of a 150-mile closed course race for planes capable of carrying pay loads of 2,000 Ib. and with speeds in excess of 85 m.p.h. was won by Lieut. D. M. Myers, who set an average speed of 109.85 m.p.h. with his Martin bomber. This race, which was almost identical with the one for the Merchants’ Ex- change of St. Louis Trophy in 1923, was another one of those events very effectively monopolized by the Army bombers. The Detroit News Air Mail Trophy Race was retained as an event purely for air mail pilots. The race for the Mitchell Trophy, as always, was a military affair. ‘The participants all flew Curtiss PW-8 pursuit planes, powered with Curtiss D-12 engines, and because it was a matched race, the spectators found it more interesting than competition for the Pulitzer Trophy. «It was won by Lieut. Cyrus Bettis, who piloted his plane four times around the 31.07 mile course at an average speed of 175.45 mph. The Pulitzer Trophy event was the next on the schedule. The course and distance were the same as those for the Mitchell Trophy. Lieut. H. H. Mills set an average speed of 215.72 m.p.h, and led the racers at the finish line with his Verville-Sperry, which was equipped with a 520 hp. D-12A. It will be noticed this speed was less than that set by the winner of the 1923 race; no new machines had been built for the competition. The Pulitzer was marred by the death of Capt. Skeel, winner of the Mitchell Trophy the previous year, as the result of a structural failure while diving for the starting line, Some of the events in 1924 were divided into two Ueut. E. C. Batten, Air Corps, and his ‘wlnning Curtias Hawk XP-6A AVIATION August 24, 1929 parts, the winners being selected on a basis of both speed and efficiency. The event with the Detroit Aviation Country Club Trophy as a prize was one of these, as was the “speed and efficiency race” for light planes, one of the newcomers. The trophies for that were donated by the Dayton Bicycle Club and the Engineers Club. The speed and efficiency race, like another light plane race that was run off for a trophy contributed by the Dayton Daily News, was not particularly satisfactory. The engines for the planes entered in these races were limited to 80 cu, in, piston displacement, with the result that the entrants attempted to adapt motorcycle engines for use in their planes. Reliability under airplane conditions proved to be nil. Engine failures with these power plants were common occurrences, and some machines finished the course after a number of forced landings in fields and pastures en route. The light plane events did, how- ever, bring out some very striking novelties in design, especially an exceedingly enclosed-cabin monoplane de- signed by Ivan Driggs for the Johnson Flying Service and equipped with a 4-cylinder Henderson engine. The 1925 air races, held at Mitchell Field, L. I, N. Y. early in October, were interesting for a number of reasons. Chief among them, perhaps, were the entry of two French Army planes in the race for the Liberty Engine Builders’ Trophy, giving the races an inter- national aspect for the first time; the apparent stabiliza~ tion of the various events; the use of cubic inches of pis- ton displacement in gauging the power of engines; the demonstration of the practicability of light planes when powered with suitable engines, and the segregation of the military and civilian entrants, so that they did not com- pete in the same events, UT EVEN wrt the separation of the military and the civilian planes, the Army and Navy planes were still the center of attraction in so far as the spectators were concerned. In addition to 10 major events and the “On- to-New York” Race, there was a sham battle between National Guard planes and Army tanks, a balloon bursting contest, an aerial circus, a sham air battle, parachute jumps, smoke screen laying, sky writing, bombing test and radio broadcasting from the air. The National Air Races continued to wear the colors of a military pageant, Ie is interesting to note, also, that there was a demon- stration of refueling a plane in the air. There were, likewise, a number of delayed opening parachute jumps, made in an attempt to break the then-existing record of 1,800 feet. In commenting upon the races in general, Aviation said that “the civilian planes made a brave showing in the background of military atmosphere.” Military control was strict, and there was much dis- satisfaction both among spectators and civilian com- petitors over the field rules and their enforcement. 1925, the last year before the taking effect of the Air Com- merce Act, marked also the last holding of the National Air Races on a military field. The On-to-New York Race for the New York Chapter of the N. A. A. Trophy was limited to civilian pilots, and the same means of choosing the winner was used in this as in the earlier events of this type, except that the rules gave the pilot coming a very long distance at moderate speed a better chance than in the previous year, The race was won by Kenneth W. Montee, who flew his OX-5 powered “Monte Special,” a biplane of his own construction, from Santa Monica, Calif., to Mit- chell Field. The first event on the air race program AVIATION August 24, 1929 All Entries n the “Merchants Exchange Trophy Race” nt the 1926 National Air Races proper was a free-for-all for the Glenn H. Curtiss Trophy, competed for by two-seaters with engines of 510 piston displacement’ or less. Each plane was required to carry a load of 340 Ib. The race, which was 20 laps around a 5-mi. closed course and was open to civilians only, was won by Basil L. Rowe, who flew a Thomas-Morse S4E equipped with an Aeromarine B engine, averaging 102.9 mp.h. Mr. Jones with his record-breaking clipped wing Oriole won the second event and the trophy offered by the Merchants’ Association of New York, when he travelled 20 times around the 5-mi, course at an average speed of 134.2 m.p.h. Like the first event, this race was a free-for-all for civilian planes. The piston displace- ment limit was 800 cu.in. and the planes, which were all capable of carrying from two to four passengers, carried dead loads of 340 Ib., supposed to be the equiva~ lent in weight to two persons. The N, A. A. specifically requested that dead weight be carried by the racing planes instead of passengers. The third event was the Liberty Engine Builders’ Trophy Race, now become solely a military race. It was also limited to planes of the two-seater observation type, possessing top speeds of at least 90 mp.h., and with more than 290 sq.ft. of wing area, The race was fifteen laps around a 12-mi. closed course. As has been said before, this event was featured by the entry of two French Army planes. Both Breguet XIXs but powered with different engines were placed in the race. In fact, Capt. Henri Lemaitre, who. pilot the 463 h.p. Renault- engined Breguet, was the winner, with an average speed of 129 mp.h. His colleague, Capt. G. Pelletier d’Oisy, whose long-distance flights had made him the darling of the French public and whose plane was equipped with a Lorraine 352 hp. engine, came in fourth. “Tit Sante of the Aviation Country Club of Detroit Trophy was changed in 1925 to the Aviation Town and Country Club of Detroit Trophy, but the winner of the prize was chosen in the same manner as before. The event was for civilian planes only, with top speeds of at least 80 m.p.h., and with engines of not more than 800 cu.in. displacement. They were required to carry a pilot and two passengers, each weighing at least 170 Ib., or a 340 Ib. load. “The race was 20 laps around a 5-mi. course, and the winner was adjudged on a basis of speed and also on efficiency determined by the product of speed and contest load carried per horsepower. Mr, Jones, whose Oriole was still habitually captur- ing every event in which it was entered, won the race by piloting ‘the plane over the course at an average speed of 128.4 m.p.h, , It will be remembered that in 1925 the Government was preparing to let contracts to private operators for the carrying of air mail. As a result of this, the Detroit News Air Mail Trophy became the Detroit News Air Transport Trophy in the National Air Races held at Mitchel Field. Originally the race for the Air Mail Trophy was limited to multi-engined planes of large capacity. Then, for two years, its name became more indicative as to what it was, when the rules were changed and it was competed for only by air mail pilots. With the change in name to the Air Transport Trophy, how- ever, the regulations governing the race for this trophy were restored practically to their original form. In addi- tion, the race was limited to military aircraft, the Army and Navy having adopted the policy of refusing to com- pete against civilians. The requirements for entry in this race were a total wing area of more than 600 sq.ft., and the ability to carry a load of 2,000 Ib. The contest load that each plane was required to carry was propor- tionate to total piston displacement starting with a basic figure of 1,600 Ibs. for a machine with two Liberty engines. While the old Martin bombers were well represented in the event, the government had by now obtained some more modern heavy bombing equipment and the race was won by Lieut. E. E. Harmon, U.S.A., who piloted a Huff-Daland bomber with a single 800 h.p. engine ten laps around the 12-mi, course at an average speed of 119.91 m.p.h. In spite.of the poor showing made by the motorcycle engined light planes the year berore, the races in 1925 included the two light plane events originated at Dayton. ‘The first one, for the Dayton Daily News Trophy, was governed by essentially the same rules as before. The event was limited to planes with engines of not more than 80 cu.in. piston displacement, while the pilot was required to weigh 150 1b. In the event that they weighed less than 150 Ib., the place was to carry sufficient ballast to make up for his slightness. It reminds one strangely of a horse race. The race, of course, was for civilians and was flown ten laps around a 5-mi. course with a climb to an altitude of 500 ft. in one mile on each cir- cuit of the course. The stipulation of the N.A.A. in regard to the planes entered in this race is interesting.

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412 “General conditions and design of plane to be such that, in the opinion of the contest committee, it is safe and not a menace to other contestants,” said the rules evolved by the N.A.A. “The contest committee may re- quire a demonstration flight with racing maneuvers from any planes whose safety it considers questionable, The F, D. Hoyt, winner of the “On-to-Sesqui” Race in 1926 contest committee reserves the right to refuse to admit any airplane which does not comply with these require- ments.” Alll the entrants in the Dayton Daily News ‘Trophy Race and the speed and efficiency race for light planes, which was for the Scientific American Trophy in 1925, were powered with motorcycle engines except for the “Powell Racer” built by Prof. C. H. Powell of the Uni- versity of Detroit and a group of his students. This little machine was a real racing job with a high wing loading. It had a Bristol “Cherub” designed especially for airplane work as its power plant, and outclassed competition. Piloted by Terry V. Dack, it won both events. In the first race, the plane maintained an aver- age speed of 71.16 m.p.h., while in the second its speed was only a shade lower. The distance and course of the second race were the same as the first, but the winner was selected upon a basis of both speed and efficiency. Efficiency was determined by means of the formula Sheed of completing race in mi./hr., Gasoline Consumed It was been an almost invariable rule that difficulties, de- lays and disputes have resulted whenever it has been necessary to measure fuel consumption to determine the winner of a competition. The Mitchell Trophy was flown ten laps around a 12-mi. course. “As a result of the short course, the speed disappointing. First, Lieut. T, K. Matthews, who piloted a Curtiss PW-8 powered with a D-12 engine, a plane of the same type that won the affair the year be- AVIATION, August 24, 1929 fore, was the winner. However, his average speed was only 161.5 m.p-h, The Pulitzer race, the crowning event, was four times around a 50 km. course with a very sharp turn at one of the pylons. The race was captured by the late Lieut. Cyrus Bettis, flying a Curtiss Army Racer equipped with a Curtiss V1400 engine, at an average speed of 241.695 m.p.-h., a new world’s record. Of course, Lieut. Bettis was piloting a plane developed for the Schneider Trophy Race. However, the speed was not gained in a dive, since the N.A.A. had ruled, after the collapse of Capt. Skeel’s racer in the air in 1924, that the competitors must approach the timer’s stand in horizontal flight. The Pulitzer Trophy has never been competed for since 1925. T= 1926 National Air Races were held in Philadel- phia, Pa., in conjunction with the Sesqui-Centennial Exposition, a celebration of the 150th anniversary of the Declaration of Independence of the United States. The meet was entirely under civilian supervision with Howard F, Wehrle in charge, and of the nineteen events, fourteen were for civilian flyers only, four for military and naval pilots and one for the National Guard units. The entry list totaled almost 200, but the attendance was not what was expected. This was probably due to the fact that the Pulitzer Trophy Race was not on the pro- gram, Also, the local population was surfeited with shows of all kinds at the end of the exposition summer, and the weather was not particularly good. The field, a new one, became dreadfully soft and muddy, and trans- portation over the roads leading from the city was adequate. The “On to the Sesqui” race was won by Fred D. Hoyt, fying from Eureka, Calif., to Philadelphia, a distance of 2,558 mi., in 31 hr. flying time. Second place was won by Austin Lawrence and third place was won by Ross Arnold. Both flew OXS powered Jennies from Love Field, Dallas, Tex. Casey Jones with his clipped- wing Curtiss Oriole powered with a Curtiss C6 engine, growing venerable but still in the ring, won the Inde- pendence Hall trophy, a free-for-all race for two, three, or four-place commercial planes over a distance of 84 mi. Jones’ speed was 136.11 m.p.h. and it was his third consecutive victory in this event. The fact that a ma- chine essentially of 1921 design could still be winning victories in 1926 indicated either a depressing lack of progress in design or something strikingly defective in the racing rules intended to encourage commercial planes. James G. Ray took second place in a Pitcairn Sesqui- Wing Arrow powered with a Curtiss C6 engine at a speed of 127.81 mp.h. A National Guard race brought together eleven JN machines of the New York, Penn- sylvania and Maryland National Guard units. The Guard was still faithful to the “Jenny” in 1926, but the end of its service was near at hand, The event was won by Carl W. Rach of New York at a speed of 93.08 mph. The race for the Aviation Town and Country Club of Detroit Trophy was won by J. G. Ray in his Pitcairn Sesqui-Wing at a speed of 136.37 m.p.h., accomplishing the almost unprecedented feat of relegating Mr. Jones and his Oriole to second place, though by a very small margin. ‘The efficiency honors in this race, determined on the customary formula involving speed and load, were won by Lieut. C. C. Champion, U.S.N., later holder of all the altitude records, flying the new Wright Bellanca powered with a Whirlwind engine. The Wright Bellanca was the pioneer among the modern group of AVIATION August 24, 1929 small single-engined monoplanes with the pilot seated inside the same cabin with the passengers. ‘After two preliminary heats were flown for the Aero Club of Pennsylvania trophy for light commercial planes, the final was won by R. S. Hewitt in a Waco, at a speed of 107.51 mp.h. Bazil Rowe, flying a some- what antiquated Thomas-Morse with an Aeromarine engine, took second place. Capt. Ira Eaker of the Air Corps, flew his Curtiss O-1 Falcon, powered with a Curtiss D-12 450 hp. engine, to victory in the Liberty Engine Builders’ Trophy contest at a speed of 142.26 mp.h, The second military event was a transport and bomb- ing plane contest in which Huff-Daland LB-1 planes powered with Packard 800 hp. engines competed against Douglas C-1 transports powered with Liberty engines. The Huff-Delands finished one, two, and three, and Lieutenant Wolfe crossed the line first at a speed of 123.71 mph. The John L. Mitchell race for planes of the First Pursuit Group of the Air Corps was won by Lieut, L. G. Elliott at a speed of 160.4 m.p.h. Capt. F. A. Pritchard was second with a speed of 160.1 mph. All of the nine planes competing were Curtiss P-1 Hawks powered with Curtiss D-12 engines. The comparison of these three military events with the corresponding ones at Detroit in 1922 is interesting. The speed of the observation planes had been stepped up by 13 mp.h, that of the bombers by 19, that of the pursuit ships (since 1923) by 14. The progress in performance, judged by itself, was unsatisfactory. More attention had been concentrated upon improving the strength, load-carrying capacity, equipment instal lation, and general serviceability of military planes. The event taking the place of the Pulitzer Trophy race was the Kansas City Rotary Club trophy race, open for pursuit and fighting planes of the Army, Navy, and Marine Corps. ‘The Navy was vistorious in this event when Lieut. G. T. Cuddihy flew his Boeing FB-3 plane, powered with a 600 hp, Packard 2A-1500 engine, across the line in front of the eleven other competitors at a speed of 180.5 m.p.h. Lieut. L. G. Elliott of the Air Corps was second and he brought a Curtiss Hawk P-2, powered with a 500 hp. high-compression Curtiss V-1400 engine, through at an average speed of 1786 mp.h. ‘The final event on the program was a transport race for the Detroit News trophy, open to commercial planes capable of carrying a useful load of 1,000 Ib. Speed A413. and efficiency were the deciding factors of the race. Lieut. Champion again flew his Wright Bellanca, powered with a Whirlwind engine, and won both parts of the contest with a maximum speed of 121.5 m.p.h. In connection with the air races at Philadelphia there was also an aeronautical exhibit under the sanction of the Aeronautical Chamber of Commerce of America held in the Transportation Building, the first attempt to combine an exhibition on a large scale with the National Races. In addition to the latest types of air- craft engines and aircraft and engine equipment, the Curtiss NC-4, the first plane to cross the Atlantic Ocean, was on exhibition. 1927 the National Air Races were held at Felts Field, Spokane, Wash., during the week of September 19 to 25. The arrangements were handled by the Air Derby Association of Spokane, working in conjunction with the National Aeronautic Association. Maj. John T. Fancher of the 4Ist Division Air Service, Wash- ington National Guard, was the active executive. Probably for the first time, the races came near break- plane rounding the turn at Spokane, 1927, Above: Three Army Hawks flying wing tlp formation ing even financially. The revenue received was only htly less than the total cost, including $60,000 of prize money. The attendance was stated to be a record for such affairs, to say nothing for the advertising that Spokane and parts adjacent received. Among the features of the 1927 races were two cross-country derbies from New York to Spokane, divided into Class A and Class B, limited to engines of piston displacements not exceeding those of the J-5 Wright Whirlwind and the Curtiss OX-5, respectively. Class A was won by C. W. Holman, in a Laird biplane powered with a Wright Whirlwind, who flew from New York to Spokane in the total flying time of 19 hr. 42 min, and 47 sec. Second place was won by E. E.

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414 Ballough, in another Laird, whose time was 20 hr. 18 min. and 10 sec. N. B. Mamer won third place in a Buhl Airster. Fifteen planes started the race and seven finished in Spokane. ‘The Class B Derby was won by Charles W. Meyers, who flew a Waco 10 across the country with numerous stops en route in a total flying time of 30 hr. 23 min. and 15 sec, No time was taken out in any case for stops between controls. Leslie Miller won second place in Class B in 30 hr. 47 min. 13 sec. flying an Eaglerock, and third place was taken by J. F. Charles. Of the twenty-five planes that took off from Roosevelt Field. L. L, in Class B, nine completed the cross-country course, A non-stop race from New York to Spokane, in which there were three entries, failed to become a non-stop race as all three were forced down before they had reached their destination. In addition to the cross-continent races, there were San Francisco-Spokane Derbies, Class A and Class B. The Class A race was won by M. C. Lippiat, who flew a Travel Air plane from San Francisco to Spokane with one stop en route in a total time of 8 hr. 16 min, 37 sec. Lee Schoenhair won second place with an International biplane. The Class B race was won by Cecil L. Langdon, who flew his International biplane over the course in 9 hr. 59 min. 18 sec. Second place was won by D. C. Warren in a Travel Air biplane. The planning of the Air Derbies, and the enormous popular interest that they occasioned, were symbolic of the place that air transport had taken in the six months preceding the Spokane meeting. The demand was for contests bearing upon the ability of the airplane to go directly from place to place, and go in a hurry. The races at the field opened with a free-for-all for commercial planes around a ten lap course for 80 mi. James Ray flying a Pitcairn Sesqui-wing won with an average speed of 136.145 m.p.h., two-tenths of a mile less than he had made with the same type at Philadelphia the preceding year. T= SECOND EVENT was the Western Flying Trophy race, open to planes powered with an OX-5 engine and carrying one passenger. Eugene Detmer flew his Travel Air through to a victory with a speed of 102.555 m.p-h, An Eaglerock and a Waco both came within four m.p.h. of the winner. Each plane carried a contest load of 340 Ib. The Aero’ Digest and the Dayton Daily News light airplane Trophy races had only one entry, the Heath Parasol. The Liberty Engine Builders trophy race was won by a Curtiss Falcon X013A, powered with the new Curtiss V1550 engine. Lieut. Harry A. Johnson flew this two place plane over the 100 mi. course at an average speed of 170.156 m.p.h. Second place went to another Falcon piloted by Lieut. George A. McHenry whose time was 162.039 m.p.h. Third place was won by Lieut. W. R. Taylor flying a Douglas O2C at a speed of 129.395 m.p.h. Lieut. Johnson’s winning plane was a standard Curtiss Falcon of that date except for the substitution of wing radiators instead of the tun- nel type. In the free for all military pursuit ship race for the Spokane Spokesman’s Review trophy, Lieut. Eugene C. Batten of the Army Air Corps piloted his Curtiss XP-6A (Curtiss Hawk) powered with a Curtiss V1550 engine and equipped with wing radiators to first place at the speed of 201.239 m.p.h. The only other man close AVIATION August 24, 1929 to Batten was Lieut. A. J. Lyon, also of the Air Corps, in a Curtiss Hawk with a tunnel radiator under the nose of the plane. His speed was 189.608 m.p.h. Two Navy planes finished third and fourth. They were both Boeing Fighters powered with Packard engines. The really phenomenal increase of speed over previous years, both for observation and for pursuit planes, represented si A Marine Corps Falcon at the 1921 tional Air Races a new decision by the command of the Army Air Corps to see what could be done if some of the “practical” limitations on the design of military planes were aban- doned and the lessons learned with racing machines applied directly. ‘The Packard Motor Car trophy race for large capacity military planes was won by a Fokker tri-engined trans- port piloted by Lieut. H. W. Beaton, His time was 115.198 m.p.h. and his plane was powered with three Wright Whirlwinds. In addition to the racing events there were various stunting exhibitions and parachute-jumping contests. One event that brought the crowd to its fect was a nine-man jump from a single Douglas transport within 18 seconds, the first public display of that sort. An item worth mentioning with regard to the 1927 National Air Races was that the monoplane type of construction which had been so much to the fore in the commercial market in 1927 was very little apparent at the races. Of all the planes in the field, which numbered a great many, only nine were of the monoplane type. N 1928 the National Air Races were held in conjune- tion with the Los Angeles Aeronautical Exposition at Los Angeles, Calif., and they went down in history as the most successful aerial contests from the standpoint of financial revenue and attendance, ever held in the United States. During the nine days of the meet there were over 400,000 paid admissions and at least as many more persons witnessed the flying from outside the grounds. j That year there were six cross country air derbies, AVIATION August 24, 1929 Classes A, B and C from New York to Los Angeles, Classes A’ and B from San Francisco to Los Angeles, and an international race from Windsor to Los Angeles. In addition there was a non-stop race from New York to Los Angeles, but like the 1927 races the non-stop racers all stopped at the wrong place. The winner of the Class A derby for the lowest- powered machines from New York to Los Angeles was Earl Rowland, who flew his Warner-powered Cessna monoplane over the course in the total flying time of 24 hr. 31 sec. Second place was won by Robert Dake, who piloted his Warner-powered American Moth over the course in a total time of 25 hr. and 18 min. 43 sec. Third place was won by W. H. Emery, who flew a Travel Air, also powered with a Warner. The Warner engines made a clean sweep. The OX-5 had disappeared at last. Class B was won by John Livingston in a Whirlwind- powered Waco, in the time of 22 hr. 56 min. 59 sec. from New York to Los Angeles. Second place winner was E. E. Ballough in a Whirlwind-powered Laird in a total flying time of 23 hr. 16 min. 24 sec. Third place was won by J. P. Wood, who flew a Whirlwind-powered Waco. The Class C race from New York to Los Angeles was won by Robert Campbell in a Lockheed with a Pratt & Whitney Wasp. Second place was won by the late Capt. C. D. B. Collyer, who flew a Fairchild monoplane. In fact it was the same plane, “The City of New York,” in which he established a round the world record in 1928. The Class A derby from San Francisco to Los An- geles was won by H. F. Myhres, who flew a Kinner powered Simplex over the Pacific Coast course in 3 hr. 10 min, 26 sec. The Class B Oakland to Los Angeles race was won by S. C. Lippiott, flying a Whirlwind- powered Travel Air in 2 hr. 26 min. 49 sec. Although the 1928 National Air Races were primarily intended to be a civilian affair, the military, naval and marine corps pilots held the center of the stage through out the entire nine days of flying to such an extent that the audience often did not know when a civilian race was going on. Of the three branches of aerial.defense the Navy was the most continuously spectacular. For the first time the National Air Races were being held near a center of naval air activity, and the Battle Fleet’s Aircraft Squadrons had a chance to show what they could do, Its team of “Sea Hawks” composed of Lieut. W. V. Davis, Jr., Lieut. T. Tomlinson and Lieut. A. P. Storrs put on acrobatic formation flying displays of the most notable order. Alternating with the Navy team was the Army group composed of the “Three Mus- 415 The "Three Sea Hawks.” Left to right, Lieutenants Davis, Tomlinson and Storres keteers.” This original group was made up of Lieut. W. L. Cornelius, Lieut. J. A. Woodring, and Lieut. J. J. Williams. Due to an unfortunate crash which resulted in the death of Lieut. J. J. Williams, Colonel Charles A. Lindbergh became one of the Three Musketeers. In addi- tion to the spectacular flying of these two groups, there was some beautiful flying performed by Army, Navy and Marine Corps bombing and attack squadrons. T= FIRST RACING EVENT was a closed course ten-lap race for Marine pilots flying Vought “Corsairs” and was won by Lieutenant Cushman at a speed of 129.12 mep.h. At this point the Class A California race planes came in, a bit sooner than expected. The next racing event was for pilots of the First Pursuit Group for the John L. Mitchell Trophy and was won by Lieut. E. H. Lawson at 154.743 mp.h., a lower figure than had been required for victory in the same event at Spokane. The race was twelve laps over a 10 mi. course for the John L, Mitchell Trophy, and the planes were Curtiss P-1A & B pursuit planes powered with the Curtiss D-12 engine. It is interesting to note that the winner's speed was a little over four miles per hour slower than the time of the following year’s winner, a Curtiss P-1 flown by Lieu- tenant Woodring over the course at 158.96 m.p.h. The third military race on the program was a twelve lap closed-course event over a 10 mi. course for pilots of the Third Attack Group and the planes used were the Army attack type powered with Curtiss D-12 engines. This was the first annual race for the Mason M. Patrick Start of the Class B New York to Lox Angeles : Derby, 1028

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416 Trophy, presented by Assistant Secretary of War Davi- son, and it was won by Lieut. G. R. Acheson at a speed of 139.5 mtp.h. Second place was won by Lieut. H. W. Anderson at 139 mp.h., and third place by Lieut. E. C. Robbins at a speed of 138.98 m.p. The fourth event was also a military affair, being a race for the Liberty Engine Builder’s Trophy and won by Lieutenant Kane at an average speed of 142.3 mp.h. Lieutenant Fick won second place and Lieutenant Ellis won third. Alll of the entries were Navy Vought “Cor- sairs” powered with Wasp engines, the Army entries having been withdrawn. It will be remembered that a Curtiss Falcon fitted with a Curtiss V1550 engine won this race at Spokane at an average speed of 170.156 mph. However, the water-cooled machine was not a standard Falcon, as it was fitted with wing radiators. Then came the first civilian race, a ten-lap affair over a 5-mi, closed-course and open to civilian planes equipped with engines under 510 cu.in. displacement. Four heats were flown and the winners of each heat flew in the final, which was won by Earl Rowland flying the Warner- powered Cessna, with which he won the Class S New York to Los Angeles Derby. His average speed was approximately 111.74 m.p.h. Second and third places also went to Warner engines while all the other entries were OX-5-powered. The second civilian event was a free-for-all for open- cockpit planes powered with engines of 800 cu.in. dis- placement or less. E. E. Ballough, flying a Whirlwind- powered Laird biplane, flew away with the race at an average of 132.9 m.p.h. In a Navy pursuit race over a 50-mi. ten-lap course, Lieut. John G. Crommelin won, flying a Boeing F2B over the course at an average speed of 148 m.p.h Then came a 50-mi. ten-lap light airplane speed and efficiency affair which was won by E. B. Heath in his own Heath monoplane “Baby Bullet” powered with a Bristol “Cherub” engine. Heath’s speed was 111 mph. Vern Roberts in a Monocoupe powered with a Velie engine was second at an average speed of 97 mop.h. Heath’s plane, with its 16 ft, wing span, caused great excitement in the crowd. It was extremely fast, but was a pure racing type with a very high landing speed, intended for no other service. It represented a great departure from the spirit in which light plane construc- tion and competition had first been undertaken. Pow the light plane race came a 50-mi. ten-lap race for two-place National Guard planes. This event was won by Lieutenant Brooks in a Douglas O2H, pow- ered with a Liberty, in 24 min. 1 sec. at an average speed of 125 mph. The JNs were at last gone from the National Guard as elsewhere. In a closed event for the 95th Pursuit Squadron, all entries were Curtiss Hawks powered with Curtiss D-12 engines. First place honors went to Lieutenant Cor- nelius who flew the course at 148 m.p-h. Cornelius took the lead at the start of this race and continued to increase it right to the finish line. As he flashed across the line he nearly crashed with Lieutenant Mallory who still had a lap to go. Only quick maneuvering on the part of each avoided an accident. Then came a parachute jumping content in which 16 jumpers stepped off at an altitude of 1,500 ft. and at- tempted to land within a 200 ft. circle marked out on the field. Sergt. George W. Wahling of March Field, California, won the event by landing 14 ft. 7 in. from AVIATION August 24, 1929 the center of the circle. George H. Brink of the San Diego Naval Air Station, was second with a distance of 96 ft. Wahling and Brink were the only two jumpers to hit the circle, Then came a 100-mi. 10-lap civilian free-for-all for any type of cabin plane powered with one, two or three engines and carrying a contest load of 1,000 1b. Robert Cantwell, winner of the Class C transcontinental air derby, flying a Wasp-powered Lockheed Vega, won first place ‘with an average speed of 140.3 m.p.h. Arthur Goebel was second, also in a Wasp-powered Vega, at an average of 139.7 mph. "T= FINAL Day of racing broke all records for attend- ance, a total of over 50,000 persons visiting the ex- ion and the races at Mines Field. As had been the case throughout the entire week of activity, the Army and Navy planes again held the center of the stage and put on a fine exhibition of formation and stunt flying. The first racing event on the day’s program’ was a 60-mi. 6-lap free-for-all military pursuit race open to military planes only. This race was won by Lieut. J. P. Jeter, flying a Boeing XF4B pursuit plane with a super- charged Wasp engine. Lieutenant Jeter’s average speed was-172.26 m.p-h. Second place honors went to Lieut. Edgar A. Cruise who flew the course at 159.8 m.p.h. The next event on the program was a 25-mi, five-lap race for National Guard, Army and Navy Reserve pilots flying PT training planes. Then followed a special Army race for Liberty-powered Douglas planes from Crissey Field. The closing contests of 1928 National Air Races were a “dead stick” landing contest, and a climbing and diving race to 10,000 ft. and return. The dead stick contest was won by F, Firsch in an Aeromarine Klemm, who came to rest 4 ft. from the finish line. An Eaglerock took second place and a Travel Air third. This type of novelty event, testing the pilot rather than the plane, was very welcome. It had been almost completely absent from the program for several years. In the climbing and diving event Lieut. T. P. Jeter won first place in his supercharged-Wasp Boeing XF4B by making the trip up to 10,000 ft. in four minutes and returning to the ground again in 1 min. 55 sec. A Curtiss Hawk powered with a Curtiss D12 engine and flown by Lieu- tenant Seligman was second with a total of 7 min. 5 sec. Although the 1928 National Air Races failed to show any spectacular performances from the military ma- chines, the speeds of the various commercial planes en- tered were much higher than those recorded in previous contests, and the all-round dependability of the new planes and engines was well demonstrated. The Aero- nautical Exposition itself, although secondary in impor- tance and attractiveness to the races, was well laid out and interesting, especially to spectators not actively en- gaged in aeronautical work but drawn out by the excite- ment of the races. Two hundred and fifteen airplane manufacturers, distributors, makers of accessories, avia- tion clubs, Chambers of Commerce, etc., occupied booths in the big pavilion at Mines Field. The number of planes on exhibition totaled 38. Novel and radical ideas were conspicuous by their absence, The Cleveland races will have to go far to equal the interest of the events at Los Angeles. However, accord- ing to last-minute information, the Cleveland races will be fully up to the standard set last year at Los Angeles, and the Aeronautical Exposition will be one of the great- est of its kind in the history of the industry. AVIATION August 24, 1929 patty Program of Events av ceve.anp National Air Race Program SATURDAY, AUG. #4 Inaugural parade. Floral parade. ass flight. SPAY, AUG, $5 am.—Trial glider flights pm- i 0 pm—Event No. 8, 50 mi civilians, OX- 2:00 p.m—Arrival of Navy planes. 2:30 pm—Arrival of Army planes. 2:50 pm.—Event No. 23, 120 mi, ty engined National Guard planes. 5:00 pm—Event No. 20, 100 mi., 4 multi-engined planes carrying 1,000 Ib. am—Trial glider flights, :00 pam—Arrival of Wo- men’s Air Derby from Santa Monica, Calif. Event No. 4, 100 mi, Marine Squadron. Event No. 6, 120 mi., Army attack group. | Arrival of All Ohio Der Event No. 14, 120 mi., military two- place Liberty engined planes. TUESDAY, AUG. 27 10:00 am—Demonstration of com- mercial aircraft. 11:00 a.m—Glider contests, From 1:00 p.m—Arrival of Miami- Miami Beach Derby, Arrival of Portland, Ore., Derby, Event No. 1, 50 mi, women, 510 cu.in. displacement, Event No, 2, 100 mi., ins, 100 cuzin, displacement. Event No. 15, 50 mi,, civilians, 275 cu.in, displacement, pay’ load. WEDNESDAY, AUG. 28 11:00 am—Glider contests. From 1:00 pm—Arrival of Oak- land, Calif., Derby. Atrival of Philadelphia Derby. Arrival of Rim of Ohio Derby. Event No. 5, 30 mi,, civilians, 275 cuzin. displacement. Event No. 28, 60 mi., women, 510- 800 cu.in. displacement, THURSDAY, AUG. 29 \—Greater Cleveland val of Cana- dian Derby. Event No. 12, 60 mi., civilian relay, four OX-5 planes per team. Event No. 13, 50 mi,, civilians, 720 cu.in. displacement, Event No. 29, Dead stick landing contest for women. FRIDAY, AUG. 30 From 1:00 p.m.—Event No. 17, 75 mi, civilians, 800 cu.in, displacement, open cockpit. Event No. 21, 150 mi., Navy pursuit. Event No. 30, 60 mi,, women, 275- 800 cu.in,, Australian pursuit race. SATURDAY, AUG. 81 From 1:00 pm—Event No. 7, 120 mi., Army pursuit, Event No, 22, 75 mi., Australian pursuit race, open class, Event No. 29, Dead stick landing contest for women, Event No. 19, 75 mi., civilians, over 800 cu.in. cabin’ planes, pay load. 10:45 p,m.—Edison Derby to Milan, Ohio, and return, SUNDAY, SEPT, 1 From 1:00 p.m—Event No. 18, 100 mi., civilians, single-engined ° cabin planes, pay load 1,000 1b. Event No, 35, 75 mi., 800 cu.in, dis- placement, cabin planes with pay load, Aviation Town & Country Club Trophy. Event No. 31, 75 mi., 275-800 cu.in. displacement, Australian pursuit, women, y Event No. 32, 75 mi., Australian pursuit, men, MONDAY, SEPT, = From 100 p.m.—Event No, 29, Dead stick landing contest for women. Event No. 3, 50 mi., civil perimental planes, Event No. 26, 50 mi., open class. Event No. 10, Cleveland to Buffalo efficiency race, Awarding of trophies and prize money. 5:30 pan.—Closing ceremony at airport. EVERY DAY Army and Navy maneuvers. Exhibition glider flights, Parachute jumping contest. Dead stock landing contest. Balloon-bursting contest Aerial acrobatics Aeronautical Exposition and Conference Program SATURDAY, AUG. 24 p.m.—Exposition opens. pam.—Inaugural ceremony. MONDAY, AUG. 26 9:00 a.m,-1:00 p.m—Aeronautical Chamber of Commerce Conferences: Commercial Airplane Manufacturers’ section; Accessory and Material Man- ufacturers’ section, 10:00 a.m—Joint Conference of Fuel and Lubricants Committee with Aireraft Engine Manufacturers’ sec- tion. 10:00 a.m.—Standards Session, So- ciety of Automotive Engineers’ and Aeronautical Chamber of Commerce. 2:00 p.m.—Propeller Session, S.A.E. and A.C. of C. plant Session, TUESDAY, 8:30 a.m—National Glider Associa- tion, breakfast and conference, x p.m.—A.C. of C con- e e Manufacturers’ sec- tion; Distributors and Dealers’ section. 10:00 a.m.—Joint conference of Fuel and Lubricants committee with Air ‘Transport Operators. 10:00 a.m—Airplane Design Ses- sion, S.A.E. and A.C, of C. . 100 p.m—S.A.E, and A.C, of C. inspection trip to Goodyear Zeppelin Plant, Akron, 6:30 p.m—Aeronautic dinner and Session, S.A.E. and A.C, of C. WEDNESDAY, AUG. 28 9:00 a.m.-1:00 pm—Joint commit- tee meeting, A.C. of C, Commercial Airplane Manufacturers’ section with Engine Manufacturers’ section; Fuel and Lubricants section, 10.00 am—S.A.E. and A.C. of C. Light-Alloys Session, THURSDAY, AUG. 29 9:00 a.m1:00 pm—A.C. of C. Flying School committee meeting; Finance-Insurance sectio a.m.-12:00 m.—National Aero- nautic Association Convention, FRIDAY, AUG. 30 9:00 am-12:00 m—N.A.A. con- vention, SATURDAY, AUG, 31 200 a.m.-12:00 m—N.A.A. con- vention. 9:30 am—Am, Soc Mech, Eng., Seaplane Session. MONDAY, SEPT, ¢ 10:00 a.m.—Joint conference of De- partment of Commerce with Commer- cial Airplane Manufacturers’ section, A.C. of C. EVERY DAY 9:00 a.m.-10:00 a.m—Exposition open for pilots and members of Air- craft industry. 10:00 a.m. open. 10:45 p.m.—Pyrotechnic display. 11:00 p.m.—Musical Extravaganza. 0:45 p.m.—Exposition Aeronautical Chamber of Commerce conferences will be held at Hotel Statler. _ Joint sessions of Society of Automo- tive Engineers and Aeronautical Chamber of Commerce will be held at Hotel Hollenden, National Glider Association break- fast and conferences will be held at Hotel Winton. National Aeronautic Association convention will be held at Hotel Cleve- land,

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418 AVIATION August 24, 1929 THE Mihtary Value or AIRPLANE RACING By Lieut. Compr. USN. IGH SPEED RACING in the past has given great impetus to airplane and engine design, and has spurred the development of many practices that are directly and beneficially reflected in nearly every airplane in use in the Uinted States today. It is only natural that these improvements were first applied to the pursuit and fighting planes of the Army and Navy, for such serv- ice ships are, of course, single seaters of high perform- ance and more nearly akin to racing types than any other class of airplanes. Following this trend practically every single-engine biplane now in commercial or service use has borrowed something—and that something may vary from general arrangement to a minor detail—from fight- ing plane design. . For several years after the World War fighting planes in the United States were of such low performance that in reality they were little more than single seater training ‘The U. 8, Schnelder Cup team in 19%4, ie (92 Frank W. WeaD (ret.) planes. In 1920, 1921, 1922 and 1923 a few high speed racing planes were built for the Army and Navy to com- pete against each other in the Pulitzer Cup Race. Two of these planes were later converted into seaplanes and in 1923 won first and second place in the Schneider Cup at Cowes against England and France. At this time foreign racing seaplanes were in reality “pepped up” or redesigned service aircraft. It was this American vie- tory that gave foreign aeronautical engineers their first glimpse of racing seaplanes designed primarily for speed and started the development of similar types in England and Italy. : ‘The top speed attained by any of these American racing planes prior to 1924 was about 266 m.p.h. in straight flight as a landplane. (It may be noted here that “course speeds” are inevitably lower than speeds in straight flight, and that the added resistance of floats, of course, enant Wead in charge. Left to right: Lieutenants Wend, Rittenhouse winner), Gorton, Ofstie, Ouddthy AVIATION, August 24, 1929 Comdr. Wead writes from experi- ence. He was a member of the Navy’s Schneider Cup team both in 1923, when the trophy was won from the British, and in 1924, Having known racing at first hand, he has also been a close student of the purely military aspects of aviation, and has made notable con- tributions on air tactics and naval air material to the United States Naval Institute and other professional jour- nals. His analysis of the extent of the parallel between racing and fighting development should be read with in- terest by all students of design. | reduces the seaplane speed of a type below its landplane speed.) This speed of 266 m.p.h. was attained by grad- ual refinements of the same type of racing plane and power plant. In 1924, 1925, and 1926 an additional small increase in speed was obtained through further refinements, but the indication clearly was that the limit had about been reached in this American water-cooled biplane racing type, and that a radical increase in landing speed (Pulitzer rules required a theoretical landing speed of not more than 85 m.p.h.) or a new and superior power plant was necessary to gain a marked increase in m.p.h. In 1925 the Army and Navy both abandoned the Pulitzer Race, and since Italy’s victory at Norfolk in 1926 the United States has not been represented in the Schneider Cup. The design and preparation of several racing planes each year costs a considerable sum of money, 419 ‘The Mercury seaplane which Lieut. Alford Willlams expects to fly at Cowes, England, in September and economy has been advanced as the reason for gov- ernmental abandonment of racing projects. In 1924 and .1925 the experience gained in racing in previous years began to make itself definitely felt in our fighting planes. Newly designed single seaters were better streamlined, fitted with metal propellers, spinners, and tunnel radiators; their power plants delivered more power at higher r.p.m. and stood up better under the higher power output, and they were designed to land considerably faster than previously considered advisable with a correspondingly greater high speed. Wing radi- ators, invariably found in racing planes, have never been fitted to service types because of their susceptibility to cold at extreme altitudes and their vulnerability to ma- chine-gun fire. It was soon discovered that the average service pilot could handle these fast landing types without difficulty in fields or on the decks of aircraft carriers. It is necessary that fighting planes carry machine guns and other equipment, that the wing curve used be se- lected for other considerations than pure speed, and that they afford the pilot better visibility in combat and have a roomier fuselage than racing planes. Notwithstanding such differences these new fighting types distinctly had their origin in our early high speed racers. ust AS our racing planes made no radical advances during the five or six years that the United States was actively engaged in high speed contests, neither have our present types of fighting planes improved to any great degree since their inception. It may be noted, however, that from 1921 to 1925 the United States, generically speaking, lead the world in speed, and that competition was intranational rather than international, and hence incentive for radical steps did not exist. From 1924 to 1928 our fighting planes were also quite superior in performance to similar foreign types, primarily because foreign engineers did not until re- cently have the benefit of several years of high speed racing experience behind them, Sirice 1927 our fighting

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420 planes have been built almost entirely around air-cooled radials, giving a better climb than that of water-cooled planes with little if any loss in top speed. These planes handle well and perform nicely, and for that reason per- haps we have been prone to be a little too content with them. In general, recent fighting planes are not markedly superior to those of four or five years ago. In 1925 England sent its first two high speed seaplanes into the Schneider Cup at Baltimore. They were worthy competitors but mishaps spoiled their chances for victory and the winner turned up in Lieut. Jimmy Doolittle of the Air Corps. In 1926 Italy won the Schneider Cup at Norfolk. In 1927 England won at Venice with the astounding course speed of 281.5 mp.h. This speed indicates a probable straightaway landplane speed for the Above: Curtiss-Navy seaplane with which Lieutenant Rittenhouse won the Schnelder Cup Race In 1028, Below the Supermarin jer 84, flown by Flight Lieut. 8. 3 Webster, RAF, Schnelder Cup winner in 1987 AVIATION August 24, 1929 same type of around 315 mpch. This truly remarkable speed was gained through perfect streamlining ; boosting the power output of the Napier Lion to around 900; obtaining the best propeller efficiency by using gears; keeping the fuselage as small as possible, and accepting a landing speed of some one hundred and twenty miles per hour. New ever sine the war British fighting planes have been light, handy and decidedly superior in climb. British pilots and engineers apparently never forgot the dearly learned war lesson that in combat it is usually the man on top who adds another victory to his score. The Bristol Jupiter radial was giving satisfactory service as a pursuit plane power plant in Fairey “Flycatchers” and other ships of the Royal Air Force long before we had an air-cooled engine worthy of mention. Combined with their experience in designing around air-cooled engines British engineers now lead the world as designers for speed. It is not to be wondered that recent British single seater fighters have an overall appearance that when placed beside our latest ships of the same type makes the latter appear, to say the least, somewhat chunky. The performance of these recent British fighters does not belie their appearance. In high speed racing the fastest ship usually comes home in front, In war fighting planes form the back- bone of a nation’s air strength, and that side which is equipped with fighters even slightly inferior in perform- ance, though it may be superior in numbers, is working under a tremendous handicap. In combat or dog-fighting between pilots of equal skill the superior airplane in- evitably wins out. There is no other form of competition or test that can supplant or take the place of high speed racing, where AVIATION August 24, 1929 i ‘ 421 Curtiss biplane with Packard engine entered in the 1926 Schneider Cup Race aerodynamics and engine design must combine to strive for, not a half-way mark but, the ultimate, If we grant that the experimental laboratory of high speed racing has in the past meant something to our fighting plane program, one may possibly question this today when our fighters are universally powered with air-cooled radial and the record-breaking racers of England and Italy are still built around the more easily streamlined water- cooled engines. In 1927, however, one of the English entries in the Schneider Cup was’ a Short monoplane, powered with a special Bristol Mercury air-cooled radial delivering some 800 hp. This plane unfortunately crashed to a wreck a few days before the speed contest at Venice. In press notices the Leader of the British High Speed Flight stated that he favored this ship to win, and the indication is that it was at least equal in speed to the Supermarine-Napier_and Gloucester-Napier that finished first and second. The Short machine had each cylinder head streamlined with an individual cowling similar to a knight's helmet, fitted with louvres for cool- ing. Perhaps some modification of the N.A.C.A. cowling would be even more effective. It is probable that were such a cowling adapted to service fighting planes, cooling troubles might arise in prolonged combat at full power, but it is certain that if this should prove to be true those troubles can also, with experience, be overcome, ‘The contention is that such an air-cooled racing plane, being lighter in weight and probably somewhat lower- powered than a similar water-cooled machine, can be fitted with smaller wings and have the same landing speed as its heavier water-cooled sister plane, and that the de- crease in drag thus obtained may more than offset the greater resistance of the radial type engine. Iz would seem that a government program to produce say two air-cooled high speed racing planes each year for a period of three years to enter in the Schneider Cup and to strive to better existing landplane and seaplane speed records would be a step decidedly worth while regardless of its cost. The personal aspects of high speed racing are also worthy of mention. Service test pilots and racing pilots almost invariably come from fighting plane units, where ingle seater operations create competition among them as individuals rather than as crews. The effort to stand out in service and develop superior skill as a pilot im- proves the quality of our fighting work and may be definitely furthered by the knowledge that selection as a member of a racing team may be a possible reward I concLUsion it may be stated that the United States abandoned high speed racing at a time when freshly awakened international competition would have made the lessons learned in victory or defeat of greatest value to us. We are now woefully behind in the design of high speed airplanes and the development of power plants for them, a state of affairs that is now being reflected in our fighting planes. The present splendid and sporting effort of Lieutenant Al Williams and his associates to place an entry in this year’s Schneider Cup, backed by the fullest possible incidental support of Admiral Moffett and the Navy Bureau of Aeronautics, is worthy of high praise, but must seem unsatisfactory to anyone who is familiar with the great number of problems and diffi- culties to be surmounted in a task that to return full value to the government should be whole-heartedly orig- inated, financed, and put over by it.

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422 Sc: the very carly days, airplane racing has played an important part in airplane development In fact, racing and the various prizes offered and the records set up have done more to develop aviation both technically and by increasing public interest than any other one thing since the war. With the outstanding flight of Colonel Lindbergh in mind, readers will ques tion this statement, but it must not be forgotten that even that flight was made possible by a group of men and one determined boy out to win an important prize hat offered by Raymond Orteig. And so it has been with practically all of the great flights. Prizes stimu- lated aviators and centered the interest of the world on aviation. The purpose of this article, however, is not a discus- sion of contests or of seeking after records, but rather of actual airplane racing and its present value. The very early Belmont Park Meet did much to encourage aviators, who were for the most part their own manufac- turers, and created tremendous public interest. The pre-war contests for the Gordon-Bennett Trophy did much more to stimulate new and better designing and public interest, and led many cities throughout the world to hold various sorts of race There was novracing during the War. Soon after- wards eame the'important New York-Toronto Race in 1919. It was open to all types of airplanes and afforded lots of real interest to those of the general public who were slowly becoming air-minded. However, due to the difficulties of handicapping the various entries and to a serious misunderstanding concerning the distribution of the prize money, it could hardly be considered a great success. The following year the Army conducted the Trans- continental Race which was won by the late Lieutenant Maynard—the Flying Parson. It is interesting to con- trast the flying time, 48 hr. 14 min,, with the latest transcontinental record of 17 hr. 38 min, That race was well received by the newspapers, and was the fore- runner of the transcontinental air mail. The National Air Races started in 1920 at Mitchell Field on Long Island. ‘The individual event of greatest importance was for the Pulitzer Trophy, and for several years thereafter that speed contest was the life of ‘American airplane racing. Lieutenant C. C. Moseley, in the Verville racer which had been built by the Army to compete in the Gordon-Bennett Trophy race in France the preceding year, attained a speed of around 160 m.p.h. It is interesting to note that, largely due to the AVIATION August 24, 1929 THE VALUE OF By C. S. Jones President, Curtiss Flying Service, Inc. Mr. Gharles S. Jones, more widely known as “Casey,” has had extended experience in the racing both of stock and of non-stock airplanes. His is the unique record of having been among the winners at five National Air Race meets. His remarks on the unsatisfac- tory “stock-model” situation, contained in the latter part of his article, and on the desirability of an improved control over racing of stock planes are espe- cially important in any plans for the They touch a point upon which organizations mer- future of air racing. chandising airplanes to the public naturally feel very strongly. knowledge gained in constructing racers, the standard ‘Army pursuit plane, by 1923, was faster than the specially- designed racer which won the trophy in 1919. In 1921 at the National Air Races in Omaha, Bert Acosta won the Pulitzer after an exciting race with Clarence Coombs, in the Curtiss “Wildcat,” also built originally for a Gordon-Bennett Race. The speed this time was 176.7 m.p.h., and although there were several other fast ma- chines in this event these two were the only ones which really had a chance to win. 1922 was a banner year for speed racing. The Army gave contracts to a number of different manufacturers to build racing models for the contests at Detroit, and as a result of their keen engineering competition, a speed of over 200 m.p.h, was attained for the first time. This race was particularly exciting for the spectators, who wit- nessed the greatest number of fast ships in racing com- petition that had ever been assembled for that purpose. AVIATION Angust 24, 1929 423 Airplane Racng AND THE Stock Model __ St. Louis was the scene of the Pulitzer in 1923, Here the Navy forged to the front when Lieutenant Alford Williams won, with Lieutenant Harold Brow a close second. The speed was 243 mp.h. Nineteen hundred twenty-four at Dayton showed no advance in speed, as the planes used were those developed in the previous years. The contest was further greatly marred by the death of Captain Skeel. In 1925, again at Mitchell Field, the highest speed ever attained in the Pulitzer Races developed in a hot contest between “Cy” Bettis in an Army racer and “A” Williams in a similar Navy machine—the palm going to Bettis in a close finish at 248 m.p.h. Reviewing this development, then, up to 1926, it must be borne in mind chat while each ‘year showed an i crease in speed, it had become constantly more expensive wey Jones and the Curtiss Racing Oriole “C-6" to obtain it. Several lives had been lost and it had become questionable whether or not the accomplishing of high speed was worth the expense in money and men. Apparently, in the opinion of manufacturers, the intel- ligent limit had been reached, and, consequently, as regards the National Air Races, from 1925 on the in- sistence on sheer speed has decreased and the interest switched to a variety of races featuring efficiency as well as speed in stock models. N THE MEANTIME, however, strictly speed events have been carried on internationally in the competition for the Schneider Cup—the only event left which promotes tremendously high speed. According to the rules, any country which wins three times in a period of five years retains the trophy. In 1923 the cup was brought to which he flew at the International Air Races at Dayton in 1924

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424 the United States by Lieutenant Rittenhouse, who won it at Cowes, England. In 1925 at Baltimore, Lieutenant Doolittle again won it for us and had the United States wished to hold the race the previous year, it undoubt- edly could have retained the trophy permanently, but hecause of the lack of competition we had refused the opportunity. In 1926 the Italians wrested the cup from America in a thrilling contest in which England did not enter, and in the next race, in 1927, England turned the trick against Italy while the United States was absent, and attained the fastest speed ever attained in a closed- circuit ev 283 m.p.h. The contest this year is to be staged in England between England and Italy. al- though it has been recently announced that Lieutenant Williams will represent the United States with a special machine constructed by private capital with the co-opera- tion of the Navy. Over a year ago, one of the leading American manu- facturers was approached in the matter of building a racer to win the trophy in 1929 or 1930. After the most careful consideration and figuring they reported that this could possibly be done, but only at an expense of a million dollars and two years’ The United States, after much debating, decided that the game was not worth the candle and dropped the matter. All this is simply a matter of general history—the only thing to stress being that it would take at least two years and a great deal of money to produce a plane of sufficiently new and better design to best the present speed record. [In 1926 the Italians did it in much less than two years, as set forth in Commander Scaroni’s article, but only under concentrated national pressure and by very liberal ex- penditure of money—Ed.] Since there is grave doubt in the minds of those most interested whether the results warrant the expense, it seems quite evident that speed racing alone, has about reached the limit of jts success- ful development. crete wishes Lieutenant Williams every suecess in the approaching contest, but if he should win against the preparation of England and Italy it would be a miracle in modern racing history. In contradiction to this decline in racing for pure speed, there has been increasing interest and an increas- ing number of entries in the various events for com- mercial jobs of different horsepower. Commercial races started at Omaha in 1921, and at first they too were won largely on pure speed. Very soon, however, it became apparent that the best purposes of commercial aviation could be served by competitions looking to records by stock models, or others, of various limited piston dis- placements, with increased attention to efficiency as well as speed. Immediately certain injustices crept in and a great deal of hard feeling was created, and still is, through various misunderstandings. What is worst, the public has undoubtedly been fooled by the published results of the races held for so-called stock models. Much careful thought needs to be given this whole mat- ter of commercial racing—particularly in the matter of rules and regulations governing entrants. It is my opin- ion that should a race be advertised as “for stock models” it should be strictly limited to contestants flying genuine stock models and not those that have been pepped up in various ways—whether by motor or fuselage changes or propeller settings. No alteration whatsoever should be allowed, and any such changes should immediately dis- qualify the entrant. As recently as during the past two AVIATION August 24, 1929 years, numerous planes competing in, and sometimes win- ning, various events have been advertised by their respective producers as stock models, when in reality they no more resembled the stock model than a speed boat does a canal boat. Perhaps the only way to regu- late it would be to mark the machine on the floor of the factory as it comes through on the line, then make the manufacturer enter this in the race without any change whatsoever. Racing under such regulations, either for speed or efficiency, would be a true test of comparative air per- formance, and the manufacturers most interested would then be justified in advertising their particular products and capitalizing on their successful efforts. T S, TOO, a place for speed racing with various models having limited piston displacement, and in these races anything to increase the speed or the efficiency should be permitted, but it should be made impossible, by stricter entrance regulations under such conditions, for the winning manufacturer to advertise the winning plane as stock equipment. The Ford Tour, and certain State Tours, are typical of another type of racing which has well served ‘various purposes. But just as the old Glidden Tour, having won for the automobile industry a certain public con- fidence in, and favorable predictions for, the motor car, passed on, so these events will also outlive their useful” ness and be remembered only in retrospect. In this general decadence of competition as a real aid to the industry, there are still several advantages to be derived from the National Air Races. The publicity which attends the racing, particularly that which centers on the numerous cross-country events, fosters keen inter- est in aviation during the racing period; the fact that the races are held at different points throughout the United States each year, gives a vast number of different people a chance to see a great number of airplanes at once and to view the races; the getting together of the pilots and enthusiasts and the interchange of ideas is always valu- able; finally, if the Races are conducted on a businesslike basis, they should be financially helpful to the organiza- tion which runs them and thus, indirectly, of further benefit to the industry as a whole. An airplane race is not, of itself, particularly exciting unless it can be run over a short course in view of its spectators, and here, if the speed is great or the course very short, the risk mounts up tremendously. It is, too, almost impossible to collect admission from anything like the number of people who are actually attracted by the event—any neighboring hillside is a grandstand’ seat. With tremendously detailed arrangements, perhaps at some future date it will be possible to handle the races in a way similar to the automobile classic at Indianapolis —in a place especially designed for it where it can become a yearly fixture. AS a matter of fact, unless some such solution is worked out at a not too distant time, I am afraid there will no longer be a need for the National Races as they are conducted today. Perhaps the future will see a pageant similar to the Hendon Show sponsored by the Royal Air Force in England—a pageant more in the nature of a theatrical or vaudeville performance, with formation flying, mimic air battles, bombardments, etc., furnishing the chief interest. Perhaps this sort of show. as the industry advances, may prove of even greater benefit in the future than our exceedingly worthwhile racing has proved in the past. AVIATION Angust 24, 1929 425 CHRONOLOGY AND TABULATION OF Airplane 4 09 7 q _t | ranma | Fig. 4 A concrete TABULATION of world and ‘American Heavier-than-Air records is herewith presented. Alll of these with the exception of the most recent, have been homologated by the Federation Aero- nautique Internationale and all have been established under the rules and regulations of that body. For their translation and compilation we are indebted to the con- Seaplane Records test committee of the National Aeronautic Association in Washington, D. C. The curves, Figs. 1, 2, and 3, represented a chro- nology of world records for landplanes and seaplanes. Fig. 1 shows all duration (except refueling) records in excess of one hour. The vertical scale employed was used to facilitate reading the earlier records. In Fig. 2 is shown the altitude records in excess of 3,000 ft. and in Fig. 3 are plotted the maximum speed records above 40 mph. Present world and American records are presented in ‘ables I, IT and III for Class C Airplanes, Class C-2, Seaplanes and Light planes, respectively. In each case the country, record, airplane and engine are presented each on a separate line and in the above mentioned order. The curves in Fig. 4 show the decrease of speed with distance in the existing zero pay load records. 2000] 5 00] | Lal 60 tad 1000 8 8 883888 4200] — P| 5 Ltt | oes Hee er ee HS HHO 250] | = ] 20] = Hi | Fig. 1 | | alt lt mi PEE FRING a RT HE HT WH Fig. 2 Fig.

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426 AVIATION AVIATION 427 August 24, 1929 August 24, 1929 Table 1: Class C Airplanes Returning topoint of departure without refueling ie hy teal Ai se0 i as World American World World | ‘American, World World American World American _ — jermas T&A German; a Ge eee ~ ULB. AL Germany France Diration Canary Ptr Diy ay Par sort et tg ‘ eter sone pana sackets al siete | theo staan Hee cis a - ry, ; Junkers EV, 280 hp. | Wright, 220 bp. Suakera LS Tibet bop. Junkers Lit 2 Liberty, 400 hp. en a0 hp. “TBarman, 00hp. ea. inline Distance (miles) | eavoin-atie eri, 64 | Bellactal Wright — 2 Tealy [ U.S.A. U,8, A. Germany Te as a Daa at, ae rT as a sora Bineu| _ artes podibrs | matt Chetnd ikl cand _ zl = Bey Ey Germany USA. Germany USA. Germany USA Ttaly France Stesightway Speed (mip.hi) Ferbois Curtiss B2-C-1 i re ya ss ies a at Bh in a aig sonticriny | webu seattle ae sunken is cotta Re eee ipa Cn Be audit i,| eee BENS | uethdoms | SRENEM | unetrdon, 2 SERA ene Tey a United States France UsA. Great Britain Ran: waa dalivaok iat ay ies are nents rg tg ma ur Dees EB, Pe: an ec es ingore Suten’ | Liberty, 400» Wenerice Saper Fartap Goliath | | Resting Bower | ~ 7 ‘Franc Great Britain UL S.A. Great, Britain Pn sy ie ay 500 Km, Nicer Bctige de Haviland-Hound | Martin Bomber | de Haviland-Hound eA rien arte | ete Pate | Mamet iting ton eee : = foie Pa cate, . nase mer ot tntn, Cheliaegs 1000 Km. Nieuport-De DE-4l, ‘Nieuport-Delage Bernard i ee Liberty, Mbp, Wiopeso- sabes Hispano Suto, 0 bp, 7 as France U.S.A. Germany : ies eG eteing Diane iid 200K ries ia notepad | ii ; eh eidaumssisatl mdiewaat, | ued tan oo . ~ iv: France nS wo | Table 2: Class C2 Seaplanes oe! ‘Kg. Pay Load o 300 Lisad Lae = Airline Distance: wea ates wa aaa waa, | dant Waid sae ia ~ * ‘United States: ‘United States United States add ieee areatdldtins. amido ine teas Rees, x ~ United States United States ‘United States: Germany 18 1356 pe cn) Straightaway Speed 2 Packard, 600 h.p. 2P, & W. Hornets “gp. &'W. Hornets |,cnomesHbowe Tupier Yay Ug). ar ~ a tes ~ German; ‘German; France Germas Macohi 52, (Curtiss R3C-2 ‘a ao ERR, (ae be, a tie, | SeRGs de) pratt ts, 8 Bristol Jupiter Bristol Jupiter Hispano-Sutea, | Ghome Rhone upiter ~ - in ~~ Great Britain U.S.A, Germany ny 3A. ‘Germany, Germany ~ Seeded ay ae ay on : 37 = nies eek = cpetiges | cudtiocs | ganttinpa ey Bile neni Sea Sarde ya ce ee pier 1000 Gurtine V- 1550 BM W., 600 b-p. BMW. 600b.p. | 2 Packard, 600 b.p. ea Gnoine-ithouedupiter| 2 Packard 600 hp, ea, [(GpomeRhonedupiter aby 7 United Staten ‘Germany ‘Germany U.8,A. Genny USA Cy Onmaar U8A. som gol em pla zm sal Meee A ee veri amas fis BM. W., 00 bp. Pew, Wasp, BM.W., 2 Packard 0 hp, eal Goo Re Toniter|2 Packand 60) hp. en 4 Goons tonne Toniter 7 bees | a Pathe S00 ban a eae 7 a = ‘Germans ‘U.S.A. Ge rma: ‘U.S.A. Germany U.S.A. 1 a peat a oe Tee ntl | atte | pent ba PWN sp aD hp. yaar her | 2PackaliNG hp. ea, fe amme Hien Tapiter|2 Packard Wi b.p, eaiGronn Ries Tupiter| 2 Packard ie h.p. ea. J Ghome hese dutta 7 — jwiteerland | UL8, A. Switaerland U.S.A, ‘United States _ U.S. oie ee a Tua ne a 2000 Km. Dornier “Merkur” i Navy PN-10 ors ‘Merkeur” PN-10 PN -I2 " PN-12 a __| Bawolishers | anleENW?. «|e RTWOHBNNS, Lapel. cu |_ pie inet oa Table 3: Light Plane Records Table 3: Light Plane Records (Continued) | First Category— Second Category — ‘Third Colegory First, Category— ‘Third Category— wer peas acleey coh ee tenth ee arn, eth ony ee coe esta a Bn oR wy | ~ Cree! akin a . “nes rea are wei ie ask — sea —4 = Great Britain sritain = Dinan (Aton) seeigy Sue Set maid “ean Kena Mereedes-Daimier ‘Phorutskai, 18 hp. Walter, 60 hp. Gypsy, 100 hp, DH 32 130 hp.

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428 AVIATION August 24, 1929 DEVELOPMENT OF HIGH SPEED Racing Design Mes CONSTANT BATTLE against time since the earliest ages has laid an increasingly large premium on time-saving methods of transporta- tion. This has caused a train of invention, carrying from the primitive canoe on waterways through to the airplane of the present. A study of the various mecha- nisms used will fail to show any great variation from the basic principle through the life of any one device. The steamboat of today does not differ fundamentally from Fulton's. The railroad train is basically the same as Stephenson's. The automobile has the same mecha- nism as Selden’s original, and the airplane is basically the same as the Wright Brothers primitive machine. In all the devices that have been used through the centuries, the changes that have given us the highly efficient methods in use today have been due to attention to and perfection of detail. This same attention to the most minute detail will spell the difference between winning and losing in the close air competitions that exist today. Perhaps the easiest way to emphasize this fact is to point out the progressive modification of the racing airplanes with which the writer is personally familiar. In 1920 the Curtiss Company built a racing airplane, familiarly known as the Texas Wild Cat, to the order of Mr. S. E. J. Cox in an endeavor to win the Gordon- Bennett Cup Race held in France that year. This air- plane was really the first ultra-high-speed airplane designed, the elemental features of this plane being present in all of the successful planes designed since then. The fuselage was designed to be as small as possible and still properly house the motor and man. The wing structure was a rigidly braced monoplane truss built around one of the earliest bi-convex low resistance wings known, The radiator used on the plane was especially designed for it in an endeavor to cut down resistance and was built up of hollow plates mounted on the sides of the fuselage as fins. A re- tractable radiator was fitted into the bottom of the fuselage. The combination providing a radiator instal- lation of very low resistance for those days. It is of interest to note that the original wing surface type radiators were laid out for use on this airplane but were never built as the pressure of time was too great to permit their completion and proper testing before shipping the plane to France. A serious error was made in the design of this plane in that it was laid out to land at a speed of between 90 and 100 mph By Wituram Warr, Jr. Chief of Design Berliner-Joyce Aircraft Corp, Mr. Wait, who is now Ghief of De- sign of the Berliner-Joyce Aircraft Corporation, was engaged on the design of the racers of which he writes in this article. Beginning with the famous “Texas Wild Cat” he relates of the design improvements made on speed planes up to the present time. Aninteresting point that he brings out is that the greatest increases in speed, aside from those due to increased horse- power, were obtained by modifying the shape of the nose and by developing wing sections with a lower minimum drag and a higher maximum lift. No such landing speed had ever been attempted before, and it was only considered possible due to exaggerated reports having been made concerning the extremely large and smooth landing fields which would be available in France. With this in view even the shock absorbing systems were eliminated from the landing gear whe the tires being counted upon to absorb the shocks of landing. This plane was test flown in this country by Mr. Roland Rohlfs, who was at this time the chief test pilot for the Curtiss Company and the holder of the world’s altitude record. These first tests were made by substituting a high lift, large area, monoplane wing for the racing wing that the plane was designed to carry. The tests were flown at Roosevelt Field on Long Island, and during these tests one of the first recorded occurrences of wing flutter was observed. Rohlfs took the plane into the air and circled the field several times at a relatively low speed. He then opened the motor wide and commenced a dive across the field at an altitude of about 500 ft. As he passed over- head at an estimated speed of approximately 175 or VIATION Angust 24, 1929 Li 180 m.p.h. the wings were noticed to flutter so vio- lently that all believed that they were about to fall off. Rohlfs immediately cut the motor and landed. He reported that as the plane attained speed, the control stick was wrenched from his hand and the stick violently thrashed back and forth between his knees, beating them almost to a pulp. A subsequent wind- tunnel test showed that this was due to the “flag- flapping” action of the peculiar ailerons with which this ship was fitted, which were mounted directly on the trailing edge of the wing and fluttered violently when the incidence of the wing reached a certain critical angle causing the air flow to so affect the ailerons. This wing proving a failure for the above reasons, an auxiliary set of lower panels were hurriedly built and shipped with the plane to France with the idea of flying the plane as a biplane for test flight in France. PON arrivat in France Roblfs flew the plane and had a wilder ride than he did in the test on Long Island, the plane being absolutely unstable longitudinally. The 11 Curtiss Cox racer, “Texas Wildeat”” 429 A.C, Willams In front of the Navy-Curtiss plane with whieh Travelling at a terrific speed for those days, Rholés made one circuit of the field and attempting a landing passed completely over and landed without damage in a plowed field almost half a mile distant, A new tail was hurriedly laid out, installed and completed the night before the plane was due on the flying field for the race. Early the next morning Rohlfs took off and flew cross-country to the field, where in attempting a landing he struck a cross ditch, causing a wheel to collapse which completely wrecked the airplane and severely injured Rohlfs. There is no doubt but that this plane was fast enough to have won the race easily had it not crashed, as performance estimates made for it showed a speed in excess of 200 mph. and the flight tests seemingly bore out this estimate. These experiences proved the necessity of completely studying, designing, and testing a racing airplane before any attempt is made to enter it in competition. Any attempt to do otherwise must inevitably result in failure. The next year two racing planes were designed and built for the United States Navy around the same Curtiss engine which was used in the Gordon Bennett plane, except that it was direct-drive in- stead of geared as in the Gordon Ben- nett plane. These particular airplanes failed to utilize the knowledge gained from the Gordon Bennett plane and were built with rel- atively large fuse- lages, a relatively unclean wing struc- ture and landing gear and were equipped with French Lamblin radiators. They proved to be not nearly as fast as the previous planes, showing only about 186 miles an hour

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430 though the horsepower of the engine was 425 as against 400 in the Gordon Bennett plane [522,12 racing planes were built for the U. S. Army to be flown in the Pulitzer Trophy Race at Detroit that year. The wing area of these planes was fixed, as they were primarily designed to land at 75 mph, which was the speed required by the racing rules. They were equipped with the first Curtiss D-12 engines, which developed approximately 465 hp. as installed in the planes. The fuselage of these planes followed closely the lines of the Gordon Bennett racer, but was laid out to be even smaller. The wing structure was extremely clean, consisting only of the wings, four flying wires and two landing wires, a central cabane Strut and two [L-shaped interplane struts. A new wing section known as the C-27 was used. Wing-surface type radiators were fitted and a landing gear consisting of only two struts, a cross axle, and six stream-line wires was installed. ‘The tail skids were simply laminated hickory springs extending almost horizontally at the rear of the fuselage. ' These planes were extremely fast and were probably the first planes ever successfully flown which were capable of ex- ceeding 200 mph. in level flight. During the test flights which were made by Lieutenants Maitland and Maughan, the pilots found them to be so sensitive that both of them reported great fatigue occasioned by flying them. On Lt, Maitland’s flight he attempted to turn at high speed immediately over the observers at the field and completely rolled the airplane in the attempt, so sensitive was the rudder in so small a ship at these high speeds. One of these planes flown by Lt, Russell Maughan won the Pulitzer Trophy Race at a speed of 205.8 miles an hour, which was the first time any plane had ever exceeded 200 miles an hour in competition. The next year two racers were built for the United States Navy to be flown in the Pulitzer Trophy Race to be held in St. Louis that year. These planes were considerably modified from the 1922 Army design. The fuselage maintained the same small cross-section but was built slightly longer, and a different shape of nose was built into the cowling over the engine. An entirely new type of wing structure was used, the cabane strut AVIATION August 24, 1929 being completely climinated and the upper wings built into stream-line stubs off the top of the fuselage. The lower wings were considerably smaller and were simi- larly mounted on the bottom of the fuselage. A new wing section developed in the wind tunnel especially for these racing planes and known as the C-62 was used, and wing-surface radiators were fitted. The landi gear was still further cleaned up by building the shock- absorbing system into the wheels and reducing the cross axle to a very small stream line tube. The front lift wires were run to the center of these wheels, improving the angle of the wire and considerably reducing the load on the front wing beam, giving a lighter truss of less resistance and concentrating both the landing and flying loads at the same point in the fuselage. A novel control system was installed with a variable gearing which provided much less sensitive control of the elevators and rudder near neutral, but did not limit the full angular throw of these controls at all, These planes were equipped with Curtiss D-12A engines developing approximately 510 horsepower. They were also equipped with the first Reed metal propellers to be flown in competition. They were flown by Lts, Williams and Brow of the Navy, and Lt. Williams won the Pulitzer Race with his plane at a speed of 248 miles an hour, or almost 40 miles an hour faster than the speeds attained in the same race the previous year. Later on Lts. Williams and Brow engaged in a speed duel at Mitchell Field, Long Island, in an endeavor to set a new world’s three-kilometer speed record. At that time diving was permitted during such contests, and during this duel Lt. Williams finally set the record at over 266 miles an hour by diving into the course from a height of nearly 10,000 ft. In 1925 new racing airplanes were built jointly for the Army and Navy. These planes identical in all respects, were modifications of the type built for the Navy in 192 They were equipped with Curtiss V-1400 engines, developing approximately 600 hp. and equipped with a crank-shaft extension which permitted a better stream lining of the nose of the fuselage. A new forged type Reed metal propeller was used. The wing structure and wing radiators were the same as used in 1923, with the exception that a new wing section was used. It had been developed particularly for these.airplanes and was Lieut. Cyrun Hettis standing beslde the Curtiss racer with which he won the Pulitzer Trophy in 1925 AVIATION August 24, 1929 Known as the C-80 section. During the course of these tests eleven different wing sections were tested in the tunnel, each one being a modification of some preceding section. These planes were flown by Lieutenants Williams of the Navy and Bettis of the Army, and attained a high speed in level flight in excess of 260 miles an hour. Lt. Bettis won the Pulitzer Trophy Race with his plane at a speed of approximately 249 miles an hour, The same planes were flown later in the year at Baltimore, Maryland, by Lts. Cuddihy and Ofstie, of the Navy and Doolittle, of the Army, in the Schneider Trophy Race which Lt. Doolittle won from Great Britain and Italy, A day or so later Lt. Doolittle set a world’s three-kilometer record for seaplanes with his plane, attaining a speed of 245.7 miles an hour in level flight. 19" N 1926 this same airplane was equipped with a new version of the Curtiss V-1400 motor known as the V-1550 and developing 710 horsepower. Pontoons of a new shape were fitted and a set of new cowls were built around the new engine permitting a better shaped nose to the fuselage. This plane was flight tested at Port Washington, Long Island, by the late Lt. Conant, during which tests he attained a level speed over a measured course in excess of 255 miles an hour. While en route to Norfolk, the secene of this year’s Schneider Trophy Race, Lt. Conant was unfortunately killed in pier IV A entered by England ‘in the 1927 Schneider Cup Races an accident to his pursuit type seaplane. Upon: the arrival of his racing plane at Norfolk it was test flown by Lt, Champion of the Navy. During the course of this flight the wing radiators were almost completely destroyed through detonation of the motor causing an excessive steam formation, This detonation was caused through an improper mixture of fuel being installed in the tanks in error. As no spare radiators were avail- able for this plane an attempt was made to repair the damaged ones in an endeavor to keep the plane in the race. The result of this endeavor was a set of radiators that cooled successfully but which considerably deformed the leading and trailing edges of the wings. Test flights showed that this slight deformation in wing contour had cost nearly ten miles an hour in speed. Major DeBernardi later won this race for Italy. This Bert Acosta with the Pulitzer Trophy and the Curtiss Navy. racer which won it In 1921 same airplane as a landplane was estimated to have a high speed in excess of 270 miles an hour. From the foregoing it will have been seen that a series of airplanes were built around practically the same size fuselage, of approximately the same weight and wing area and with only minor modifications, show- ing high speeds ranging from approximately 200 miles an hour to over 270 miles an hour. This great increase in speed was attained through the refinement in detail of both airplane and engines. The greatest increases in speed, aside from that due directly to the increase in engine horsepower, were obtained by modifying the shape of the nose and by developing wing sections with a lower minimum drag and a higher maximum lift. Smaller increases were due to smoother cowling, cleaner fittings, lighter structures permitting relatively smaller wing structures and the general cleaning up of the minutest detail of the airplanes. When the British and Italian racers first came to this country in 1925 the engines were good, but the detail design of the planes had not been carried to the extremes of cleanness of the American entriés. a next year was a different story. ThéJalians sent over a fleet of racers that were refined to the last de- gree, Their designer had utilized the best features of all the previous racers, and as a result they won the race handily. The next year the British also produced racers, built by two separate firms, that were marvels of clean- ness and refinement. The engine manufacturer had worked with the ‘airplane builders, and the combination produced racing airplanes that in’ detail design will be hard to excel. As a result the British won the Schneider Trophy that year. Each year speeds are mounting higher and higher, and thus each year added emphasis is laid on the necessity for cleaning up the last bit of parasite resistance, as it is useless to hope to attain higher speeds by a mere in- crease of power alone, The power increase necessarily requires more fuel and larger engines, and the resistance increases as the square of the speed. It is therefore evident that to increase our present speeds appreciably we must cut down the resistance of the planes by a constant endeavor to eliminate even the smallest details causing drag and to design our engines to obtain the maximum power with the minimum of frontal area’ ~ and weight.

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AVIATION 433 432 AVIATION August 24, 1929 Angust 24, 1920 THE Los Angeles Races ONE YEAR’ AFTER By Cuarves F. McReyNotps Mex than 200,000 people paid admission to the 1928 National Air Races and Aviation Exposi- tion held at Mines Field, Los Angeles, an average of about 25,000 people daily for the nine days during which the show lasted, and it was estimated that a total of approximately 3,000,000 people viewed the aerial events from points of vantage outside the field proper. This is said to be the greatest mass of people that has thus far heen brought together to view a single series of aerial events. Coming as it did a little more than a year after Lindbergh’s flight to Paris, and on the heels of the enthu- siasm which continued to mount with his American Tour, non-stop flight to Mexico City, and Pan-American Good Will Tour, last year’s air race program was the logical climax of the extraordinary interest in aeronau- tics which dominated aviation activities during the latter portion of 1927 and much of 1928. Supported by an impressive flood of free publicity in the California newspapers, the 1928 air races proved to Finish Ine for the 1928 Natlonal Ale Ru be the greatest single factor in crystallizing air conscious- ness throughout southern California that had manifested itself since the start of the craze for aviation, It was the first time that an Aeronautical Exposition had been staged in conjunction with the races, and the public took full advantage of the opportunity to soak up aviation lore. Neeectss, a year after the 1928 events, many people are still asking whether or not they were successful. It is hard to answer such a question ofthand, for it is so difficult to measure the success of such an effort; difficult to know the real significance of the kaleidoscopic pattern of races and show exhibits, their reaction on the attending crowds and the resulting benefit to the aviation industry. From a financial standpoint the 1928 National Air Races were a decided success. The Air Race Association broke even on the cash accounts, and no one lost any money. Many of the exhibitors, however, were forced In front of grandstands and exposition building at Mines Field, Los Angeles to charge off heavy expenditures to advertising. The 1928 show was not a selling show and some firms were disappointed by the lack of cash customers for their products. But the time was not ripe for sales. The public came to he shown, as outsiders seeking to learn the value of a new industry and not as potential purchasers of this plane or that. Rather than making actual sales, the great business of the 1928 show was laying’ the ground work for the steady expansion which has followed. New firms gained prominence overnight, and the industry learned to respect such names as Warner, Kinner, Axelson, and Lockheed. Young organizations made national contacts and large Eastern firms awakened to the air-mindedness of southern Californians, and strengthened their sales and service representation in this territory. Had the 1928 events accomplished nothing more, they would have been a crowning success for the manner in which the industry was made conscious of the possibilities of the West, to the immeasurable advantage of that section during this past year, as records covering any phase of the industry's growth will readily demonstrate. OLE TE MOUNTAIN of data and information cov- ering all phases of the 1928 events, one phenomenon stands out with clear-cut significance in the light of later developments. For nine days the spectators thrilled to the antics of “Sea Hawks” and “Musketeers,” held their breath while delayed opening parachute drops were staged, and screamed hysterically when strafing squadrons and diving bombers roared down on the stands at 300 m. p-h., and during that time the air lines and scenic flight op- erators reported an alarming slump in traffic. Army pursuit planes, too closely resembled the ordinary thre place commercial biplane for the average man, and he left the day's races with increased respect for the capa- bilities of aircraft and a vastly increased desire to remain a spectator to all such activities. This sentiment con- tinued for some time after the air races were over, and it was not until early in 1929 that scenic flights recovered from a slump brought on by the very events which made the success of the races possible. However, on Sunday, Sept. 16, the ninth and last day of the races, there occurred a notable business-building incident which was in a way entirely separate from the air race program. With approximately 50,000 spec- tators jamming every point of vantage for a view of the Lieutenant Davis, of the “Three Sea Hawks,” king 4 sharp bank closing events there was staged a “parade” of nine tri- engined Ford Transports and 15 Ryan Broughams. Fly- ing in single file, these 24 large commercial planes passed above the crowded stands in steady and almost ludi- crously solemn fashion when compared to the antics of the stunt planes which had been holding the public’s eye for nine days, and as each plane passed above the crowds, showers of flowers were scattered earthward by more than 100 young Hollywood picture beauties who were heartily enjoying the flight. Soon the planes landed, taxied up to the stands, and the girls joyfully clambered out for introductions, later to re-enter the planes and fly back to the home port. Tt was a great “stunt” and a clever piece of showman- ship on the part of Jack Maddux, whose company fur- nished the planes, but the immediate reaction of the public was that they had found an outlet for their new enthusiasm for aerial activity. Much of the success which has been accorded Western air transport lines during the first seven months of 1929 must be credited to the enthusiasm generated by the air races and crystal- lized by that parade of large, steady-flying commercial airplanes. A large percentage of the public thereafter looked forward to flights in planes of the large transport type, and with the arrival of ideal flying weather in the early spring of 1929 their desire was soon satisfied. Air travel over established lines flying tri-engined equipment has increased amazingly since January of this year. With a total pay passenger list of approximately 1,800 for January, the transport lines have expanded so rapidly that 8,400 pay passengers were carried in or out of Los Angeles during the month of July over regularly scheduled air routes. ‘There were thrée established trans- port lines in January, and in July there were six operat- ing out of Los Angeles. In January there were six tri-engined planes operating either out of or into Los

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434 Angeles terminals daily, and in July there were 38 daily. In January there were but two air terminals used by tri-engined transports and in July there were four such terminals, at one of which four different air transport companies were operating. Scenic flying has been in- augurated by the large transport companies and is meet- ing with real success. During the evening when this is being written, six different tri-engined transports have flown over Los Angeles to give sightseers a view of the city at night. ‘At the present time traffic over the established air transport lines is the pulse of the aviation industry. ff the public is to fly at all it will first fly over regularly scheduled and safely operated lines. ‘Thereafter the passengers of such services may be counted as boosters for the further advancement of the aviation industry. Profits must be earned by the air lines, planes must pay profits on the investment placed in them, or there will be no reason for an aviation industry. “The fact that Los Angeles airlines are carrying almost 10,000 pas- sengers a month over regular air routes, exclusive of charter parties and. scenic flights, that several of the transport companies are already reporting profits and traffic mounting rapidly, and that much of this air line patronage must be credited directly to the influence of the 1928 Air Races, should prove for all time the real value AVIATION August 24, 1920 of those events. Not only is such air line activity of value to the immediate territory within which it is co ducted, but the success attained must be an inspiration to the whole industry, and the lessons learned and meth- ods developed through handling such a volume of traffic must prove invaluable as a foundation for expansion elsewhere. MSs ores nescts of the 1928 races are evident in generally increased activity, but it is not possible to define accurately the influence which those events have had over such activities. For instance, the general enthu- siasm which follows the races made it possible for the California Aircraft Operators’ Association to build up a strong organization which has influenced the trend of aviation legislation in the State of California. As a direct result of this organization's efforts, the Evans Bill has been made a state law, and it will hereafter be illegal for any plane or any pilot not: Federally licensed to operate within the state. This law automatically wipes out several hundred war-time planes which should long since have been junked, and while some present hardship will be inflicted, the ultimate result will be vast good for the progress of aeronautics in this state and throughout the country. Other evidences of the benefit brought about by the races are seen in the 1929 history of Exhibition of formation flying by the Navy V.B, 2B squadron AVIATION August 24, 1929 the Southern. California Chapter of the National Aero- nautic Association. Prior to the 1928 races this group had been fairly active but always quite small. A reor- ganization was effected shortly after the air races and for the first five months of 1929 there were a total of 2,500 persons present at the five monthly banquets, ap- proximately 1,000 being present for one meeting alone. ‘Another group affected by the races has been the Los Angeles Junior Chamber of Commerce, which has dedi- cated its major effort for the year 1929 to advancing aviation in southern California, chiefly as a result of ‘000 wea sina soa 2009 sooo |sterataux Air Lines si at abe Meow Aintree” Ti a vn canna a Nevada Airlines, - enthusiasm generated by the air races. The same general spirit crops up constantly in other civic groups, and it is evident that much of southern California's air-minded- ness can he traced directly to the 1928 events. Aside from the general stimulus given to the develop- ment of aircraft and aircraft engine factories in this territory, one of the most important results of the 1928 races Was the recognition by the public of a need for airports. Prior to the races there was no well-developed transport field in southern California, with the possible excepton of Vail Field. Now there is the Aero Cor- poration of California Airport, Los Angeles Municipal Airport at Mines Field, Clover Field, Santa Monica. Alhambra terminal of Western Air Express, the Grand Central Air Terminal, Glendale and the Los Angeles Metropolitan Airport, all equipped in the most modern way for handling all aircraft operations; and two major 435 “The Three Musketeers” by Colonel Lin 8 races, Ted in plane 13, airports are under development, in addition to the fact that great improvement has been made at literally dozens of smaller airports throughout southern California, It is evident that many great benefits may be singled out to show how the 1928 National Air Races have helped southern California. It is not so easy to point out the ways in which the air races helped the industry as a whole, but the benefits have been none the less real. Certainly the races greatly stimulated the local market to the advantage of the industry generally, and in some cases fame and fortune were brought to the groups manufacturing planes or engines which won favor at the meet. Probably the big factor, nationally, is the demonstra- tion of a real need for an annual pageant of progress which will clearly mark the passing milestones of each year's advancement in aviation. It has been rather well established that a large selling and introductory show should be held each spring before the real opening of the retail selling season, at which time factories will announce their models for the coming selling campaign and will strengthen their organizations for the seasonal effort. But it is just as important, for the good of the industry, that a great show and air race program should be held at the close of the season in order to display definitely the capabilities of planes which have been tested by a season of use, and to indicate the relative popularity af existing types, so that engineering departments may avoid laboring through the winter to improve what has failed to find favor with the flying public. ‘The 1928 National Air Races and Aeronautical Expo- sition climaxed a period of great popular curiosity about aviation ; now we look for the 1929 Cleveland Show and National Air Race program to climax the greatest busi- ness year that aviation has yet enjoyed, In 1928 we learned that we were going ahead with an undiminished public interest in the progress of aviation, but at the close of the coming show we should know more clearly than has yet been possible where we are going with the aviation industry.

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436 AVIATION August 24, 1929 DO AIRPLANE RACES Simulate AIRPLANE IKE EVERY INDUSTRY that offers something new ‘to the public, we of the aviation business have a twofold selling job, +t, we must sell the pub- lic on flying—as an industry we must sell the use of our product. Only after this has been accomplished can we hope, as individual manufacturers, to sell airplanes. Airplane races are an important factor in accomplish- ing the first step of the industry’s sales program. Air- plane races are the circus parade of the airplane industry. ‘They are the means of dramatizing our wares. More printer's ink and conversation are expended on a new coast-to-coast record flight than on all the millions of miles flown through fog, storm and cold by scheduled airmail, express and passenger lines. We cannot complain of our progress. Undoubtedly the public is becoming air-minded. But it is not yet air- enthusiastic—and there is a vast difference. The bus- iness executive who buys an “extra paper” to read about the latest trip of a German dirigible, is far from plan- ning the purchase of a plane for his own use—or even from using an established, reliable air-passenger line. By E. M. Lairp President, E. M. Laird Airplane Co. Consequently, air races still have a very distinct pur- pose. They make it possible for aviation to break into the news columns of the daily papers—where John Jones can digest the latest aeronautical news together with his ham and eggs and his market reports. Air races pro- vide the handle which enables the laity to grasp and remember names of manufacturers, names of pilots, the speed, safety, and special characteristics of airplanes, etc. So much for the indirect value of air vaces as publicity stunts. They also bear direct and immediate fruit, For one thing, they attract crowds to the flying field, where the public can see the every-day business of aviation in progress. They can watch the air-mail ships wait with idling motors until the post-office truck has dashed up and transferred its load. When the truck has not yet cleared the field, they can see the ship already disappear- ing over the horizon. They can see the sky-liners take off and land with their passengers as regularly and uneventfully as railroad trains. Mrs. Jones, when she has watched this very common-place procedure several times, is much less likely Laird “Speedwing” of the type used by "Speed Holman in winning the Gardner Trophy Race. ote the special low wind resistance cowling AVIATION August 24, 1929 SALES ? to object when hubby announces a business trip via air- plane. ‘Another thing: Few airplane dealers can as yet ta volume of business that would justify a cen- trally located display room. Except for aeronautical exhibitions, their only chance to exhibit their plane is to bring the public out to their airport hangars. And races do draw the crowds! It is well, here, to sound a note of warning. Every airplane accident offsets the beneficial effect in the public mind of a thousand success- ful flights. Let’s have no accidents! Thrills, yes. The crowd expects thrills. But the crowd can be made to understand that stunt flying is in no way a part of com- mercial aviation, And the airport management can do much (in scanning closely the credentials of race en- tries and in planning and rigidly enforcing safety rules) to prevent all possi- bility of mishap during races. What has been said so far, covers only the value of air races as a means of educating the public, For the winners, at least, there is always a gratifying reaction within the trade. Nothing is so convincing as per- formance! I speak from experience. After winning one of the more important races recently, our office received letters and telegrams from every corner of the country, inquir- ing about price, delivery date, ete. The inquiries came from two distinct groups of pros- pects. There are the sportsman-speed fans. They like to know that they own a winner—that they can outstrip anything in their class. An airplane appeals to the sportsman-pilot like a thoroughbred race-horse—and he takes the same personal pride in its speed and perform- ance. Many inquiries also came from professional pilots. 437 Above: E. M. Laird, president of E. M. Laird Airplane Company. Below: "a group which has been making records with Laird planes. Left to right: Anthony Macklewlez, mechanic, Chas. Dickinson, E. E. Ballou ©. W. Holman, pilots, and Frank Layne Nearly every new airport is dedicated with speed com- petitions offering lucrative cash awards to the winners. With airports being opened almost weekly, the pilot of a fast plane can quickly win back the purchase price of his ship. To him a fast airplane is a good living. In this country, where no government subsidy suckled the infant aeronautical industry, the cash awards given by aircraft race committees did much to aid its growth. Air races have been, and have not yet ceased to be, useful—provided, of course, that they are capably and carefully managed.

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438 AVIATION August 24, 1929 GENERAL NEWS Closed Course Events Total 35 To Employ Race Horse Starts, Australian Pursuit CLEVELAND (onto) — Tentative schedule of closed course events and prizes in the National Air Races is given herewith. A feature of the races’ will be the introduction of “race horse starts,” in which competing aircraft will be lined up to be started together. They will fly to a point approximately 10 mi. air line from Cleveland, turn a pylon, and race back, thus completing a “scattering lap” before beginning on their return, the prescribed number of laps designated for the particular event. In the events where prizes are given for efficiency, the following formula will be used: Pay ad x (miles per hour) 3 Gas Consumed E"Pigure of Merit ‘The four events known as “Australian pursuit races” in which, following a handicap start, any plane must drop out as soon as it has been passed, is expected to prove interesting. Following are the events, specifications, and amounts of prize money as tentatively announced : Ctosep Course Events No. 1—Women, 10 taps. of 5-mi. course, 610 cuin, displacément, Prizes: $1,000, ‘No. Civilians, 20 laps of S-mi, course, 100 “Cusin. displacement. Prizes: $190. ‘No. #“cvilians, experimental planes, 10 laps of S-mi, “course. und. demonstration, Under 619 and 510-800 eulin. displacement: Prizes: $1,600. No. 4*Mtarine Squadron, attack planes, 10 laps of 10-mi, course. “rophy. awards ito gour winners. No. 5—Civilians, 10 laps of §-ml. course, 21 cain, displacement. "Prizes: s778, No. 6-Army Attack Groups, 12 laps. of 1o-mi. Mason 'M. Patrick PRO ;_—Army Pursult Groups, 12 laps of vo, i—Army Purault Groups, 12 laps of tocmi, “course, "Brig: Jotun "Pr afitehell ‘Prophy, No. "é_civilians, 10 laps of 6-mi, course, OXSS engined planes, ‘Prizes: $1,260. ‘No. 9—Civilians, 10 laps of §-mi, course, 276-910 cuin, displacement. Prizes: $iac0: cing Ug Oem, Cleveland to Buffalo jem lene ‘Raes, carrying grote pay load, Prizes: "$4,000 and trophy No. i1~-Contest tor breaking world's solo endurance record, start to be made trom Cleveland. Airport during ‘period of. races $1,800 for’ man pilot, "$2,500. commercial biter and $100 for'each nour above record Same prize for woman pilot No, "12—Civillans, relay. race for four teamé of five planes, each to fy J laps of Sint. course, OX-9 etigines, ‘Prizes: $1,500, 18—Civilians, 10 laps of 5-mi. course, lgplacement. “Prise? $1,500. liltary two-place Tiberty-en- ‘course. “Gen, No. gined planes, 12" taps “at. 10-mi." course. ids Yor four winners: i —Giviflana 10 aps o¢ Smt, course 275 cin, displacement, “02 Ib. payload pot Gu.in,” displacement.” Prizea? "4990" Zor speed and’ efficiency No. “He “Parachite jumping contest. Dally prlges! $100; Grand prfacs! (last aay) $1,000 o. LimcCivilians, 16 taps of S-ml. course, open’ ‘cogknit, “tub cube, “dlaplicement eiees ST Nor 1s Clvians, 30, laps. ot | 10m. course, cabin sinatessngned planes cartyin {000 ip. pay toad. Prizes: $800 for speed, 800 for “eMeleney'; Detroit’ News AIP fansport. ‘Trophy: No. 18—Civilians, 15 laps of 5-mi. course, gqhiny ever 800 cu.th, displacement," Prises! ‘No. '20—All multi-engined planes, 15 laps of course, pay load 1060 Ib. Prizes: $1,000 sind trophy. No. 21-—Navy Pursuit, 15 laps of 10-mi, ‘Trophies to first four ‘winners. -'22—Australian pursuit race, 15 lay ‘mi. course, handieap. Prizes: $1,500. To be held Aug. 31. ’No. 25—Natlonal Guard planes, Liberty- engined, 12 laps of 10-mi. Course! Prizes: $1,000. ‘No. 24—Contest to break world's record for tion-stop, non-retuel fight fo end. at Cleveland between 1:00 and §:00 p.m. Aug. 25-Sept, 2. ‘No. 28—Contest to. break world's en- @uratice ‘record by refueling, to start at land “Airport, between 1:00 and 5:00 pam. Aug. 25-Sept ‘No. °26—Free-for-all| speed, contest, 10 ‘of S-mi. course, Prizes: $1,600, fo. 27-—-Dead stick landing ‘contest for ursuit race, for course, 275-800 ace be “held” "Aug. 80. Nov g1—Same, to be held Sept, 2. No, 32—Samé ae Event Nov 22, to be held Sept. 1. ‘No. {Balloon bursting contest for men. 275-cuin., 275-010 cu.in, and 510-720. ew.in. Aisplacenient. Prize: {30 to each winner. Contests to be held daily ‘No. #4—Clvilian aerobatic demonstrations by. teams of three planes. “Prizes: $300 daily, to one team flying by invitation. ‘No. 35—Cabin planes, 800 cu.in, displace- 045 pay load ‘per’ cuin. displacement. (ps of S-mi. course, Prizes: $1,000 fOr speed $1,000 for “eticleney * ana’ Aviation ‘own’ & Gountry Club ‘Trophy. Schlee-Brock Orders 35 Bachs VAN NUYS (caut,)—According to the announcement of B, L. Graves, president of Bach Aircraft Company, 35 ten-place Bach transport planes have been ordered by the Schlee-Brock firm, eastern distributor, all to be delivered before September, 1930, This deal is said to involve a’ total cost of approx- imately $1,400,000 worth of aircraft. Production at the Bach factory will be increased to six planes monthly in order to meet the contract. P & W Orders Thompson Valves CLEVELAND (om10) — Thompson Products Company, this city, announces receipt of an order for more than a million dollars worth of valves for Pratt & Whitney Aircraft Company, Hartford, Conn., Wasp and Hornet engine builder, manufacturer of the well-known Wasp and Hornet power plants, Total Exhibitors CLEVELAND (onto) — As we go to press Tuesday, Aug. 20, a total of 207 exhibitors have entered the exposition here, with 45 plane manufac- turers, 16 engine makers, and 146 accessories firms, Consolidated Aircraft Adds Two Plane Firms BUFFALO (x. ¥.)—Acquisition by. Consolidated Aircraft Corporation of two airplane manufacturing companies, National Flying Schools, Inc., of this city, and 100 acres of land located near Buffalo across the Canadian Border, is announced by Maj. Reuben H. Fleet, president and general manager of the company. In addition, the company has acquired a substantial interest in Kinner Airplane & Motor Corporation, Glendale, Calif. Those’ manufacturing _ companies acquired are Fleet Aircraft Corpora- tion, Buffalo, and Thomas-Morse Company, Ithaca, N. Y. The Fleet company will continue as an inde- pendent unit, acting as commercial selling representative of the Consoli- dated” group. Consolidated will be further enlarged when plans for buil ing a factory and constructing an port on the new Canadian site are carried out, ‘Two entirely new models will soon be tested at the Buffalo plant, One is a high-speed seven-passenger all metal cabin monoplane, powered with a Series B Pratt & Whitney Hornet engine, and the second is a 22-pas- senger “Commodore” flying boat with two Hornet engines, Planes of the second type will be used by New York, Rio & Buenos Aires Line, Inc., on its service to South America, Again to Award B & B Trophy NEW YORK (x. ¥.)—To be an exact duplicate of the award which went to Art Goebel last year, H. Barber, pres- ident of Barber & Baldwin, Inc., under- writing agents, this city, announces that the firm’s Merit Trophy “will be awarded to the pilot who, in connection with the National Air Races and Ex- position accomplishes, in the opinion of the committee judging events and ‘awarding trophies, the most meritorious performance—meritorious to be inter- preted in terms of flying accomplish- ment and sane sensible flying, thus eliminating great accomplishment done unreasonably and on the other hand eliminating flying under conditions of excessive caution, rendering practical accomplishment unreasonably difficult. Our object,” declares Mr. Barber, “is to encourage highly accomplished flying.” Universal School Approved MINNEAPOLIS. (atryy.)—An “Ap- proved School Certificate” has been granted Universal Aviation Schools of Minneapolis, covering transport, limited commercial, and private pilots’ ‘courses, both flight and ground, AVIATION August 24, 1929 Im» SHOW BRIEFS «tll Officials announce that approximately $3,000,000 worth of aircraft, engines, and accessories will be on display at the exposition, Ten clown comedy acts will divert spectators at spare moments between the races. These have been planned by S. G. Somers, civilian aeronautical en- gineer, Wright Field. Army pursuit, attack, and bombard- ment planes will fly in’ special demon- strations. A number of National Guard crait will also participate. Eighteen Navy fighting planes and six-Marine aircraft also will take part in the display flying. ‘The Navy dirigible Los Angeles is scheduled to arrive at the airport Wed- nesday, Aug. 28. A stub mast has been provided to receive the airship. A radiophone equipped National Guard plane will be aloft the opening day to broadcast to traffic control points, A. number of Goodyear-Zeppelin blimps will marshal the opening sky parade, which is to include scores of aircraft, Cliff Henderson, it is reported, wrote the lyrics for “Wings of Love,” the musical show scheduled to follow the close of exposition each night. Decorations at the Auditorium have been laid out with an eye to aeronautical tradition. Colorful wind cones blown out by fans offer the motif. Murals of planes flying in formation adorn the walls of the West Wing and Esplanade. In honor of Edison, “Light's Golden Jubilee” air race from Cleveland to Milan, Ohio, and return, is to take place the night of Saturday, Aug. 31. The start will be through the crossed beams of two large searchlights above the Auditorium, Col. Carl F, Egge, of Cleveland, has been appointed by the N.A.A. as referee of the 1929 National Air Races, A total of 1,500 planes are expected to make approximately 10,000 landings at the airport, It is estimated that some $00,000 per- sons will visit the races, and more than 200,000 are expected to visit the ex- position, ‘The eight glider events on the pro- gram were arranged by Donald Walker, of Detroit, National Glider Association manager. Advance ticket sales during the first twelve days amounted to more than $40,000. Both admission to the exposition and to the airport for the races has been set at $1. A. special adult combination ticket admitting to both is offered at $1.50. A special $15 ticket avails a grand- stand seat at the races daily, three ad- missions to the Auditorium,’ and three admissions to the musical extravaganza, Private boxes for four, six, and eight, are offered for $200, $250, and $300, re spectively, special privileges being in- cluded. Parking space for 1,200 airplanes and 40,000 autos is provided, Fourteen buildings for contestants, race committees, etc., have been erected, with twelve other structures taken by concessionaires. _About four carloads of calcium chlo- ride is being used to keep flying surfaces free from dust. Five large leveling machines, seven tractors, fifty teams and wagons, and Nineteen Women Take Off in Derby SANTA MONICA (cautr.) —At the signal of a pistol shot fired in Cleveland and received here by radio, nine- teen women fliers started the the first leg of a race to that at 2:15 pm, (Western Time) Aug. 18. The contest- ants and their planes were: Marvel Crosson, Florence L. Barnes, Blanch’ W. Noyes, Mary E. Von Mach, Louise M. Thaden, Opal L. Kunz, Claire Fahey, all Travel Air} Amelia Earhart, Lockheed: Vega; Ruth Elder, Swallo Gladys O'Donnell, Waco} Margaret Perry, " Spartan} Mabelle Waters, unspecified; Vera D. Walker, Curtiss Robin; Bobbie Trout, Golden Eagle; Phoebe Omlie, Mono- coupe; Thea Rasche, DH. Moth; Edith Foltz, Eagle- rock; Mrs. K, Miller, Kinner Fleet. 30 motor-driven dump carts were used in the major leveling operations on the landing area. Maj. Reed Landis, Casey Jones, Eddie Rickenbacker, Eddie Stinson, Lowell Smith, Eric Nelson, Martin Jensen, and Amelia Earhart will enter’ the glider contests in the “Famous Motored Pilots Derby,” Aug. 28, Ohio Seamless Tube Company, Shelby, will award a hand-wrought silver and bronze cup to the winner of the Pacific Coast-Cleveland non-stop derby. Engineers and aeronautic executives meeting at the Hotel Statler, Aug. 26-28, under the auspices of the 'S.A.E., will number more than 1,000, Many directional arrows have been painted on roof tops to guide fliers, An army of approximately 10,000 men and women has been necessary to build up and stage Cleveland show events. Forty-nine complete departments and committees have been maintained at the headquarters, Hotel Cleveland, 439 Cleveland Goal Of Nine Derbies Pilots Raving to Ohio City Will Cross Finish at Show CLEVELAND (om10)—Nine air der- bies, starting “from as many points of the country and compass, are scheduled to end at the Cleveland Municipal Air- port on various afternoons during the period of the show. Attracting special attention, naturally, is the Women’s Air Derby,'a feature which is introduced this year for the first time. In addition to prize money and other awards, Cleveland Pneumatic Tool Company, maker of Aerol struts, has donated al valuable trophy to be competed for annually in, this event. It will he awarded for efficiency com- puted by'the formula : (Average mph.) 2.5 Guin, Piston Displacement = sure of Merit Prizes will be given only when there are at least five entrants in each event and five entrants in each class when the events are so divided, Tentative itin- eraries and amounts of prizes are as follows: Women’s Am Denny Class CW, 275-510 cu.in. displace- ment, Class DW, 510-800 cu.in. dis- placement. Prizes: $8,000, lap money and trophy. Tentative itinerary: Aug. 18, Ly. Santa Monica, Calif., 4:00 p.m, San Bernardino; Aug. 19, San Bernar- dino, Yuma, Phoenix; Aug. 20, Phoenix, ‘Tucson, Lordsburg, El Paso; Aug. 21, El Paso, Pecos, Midland, Abilene; Aug. 22, Abilene, Fort Worth, Dallas; Aug. 23, Dallas, Oklahoma’ City, ‘Tulsa, Wichita; Aug. 24, Wichita, Kansas City, St, Louis; Aug. 25, St. Louis, Terre Haute, Indianapolis, Columbus? Aug. 26, Columbus, Ar. Cleveland, 2:00 p.m, Aut-On10 Derry Class A, 275. cu.in. displacement. Prizes: $1,875 and trophy. Tentative inerary: Aug. 25, Lv. Cleveland, 1:10 pam., Columbus, Portsmouth; Aug. 26, Portsmouth, Zanesville, Canton, Akron, Cleveland. Mrami-Mramr Beacu 10 CueveLan Derry Open. planes, 275-510 and_ 510-720 cuzin, displacement. Prizes: $5,500, ten trophies and lap money. Tentative itin- erary: Aug. 24, Lv. Miami-Miami Beach 10:00 a.m., Tampa, Jacksonville; Aug. 25, Jacksonville, Macon, Atlanta, Birmingham; Aug. 26, Birmingham, Memphis, Nashville, Louisville; Aug. 27, Louisville, Cincinnati, Ar. Cleveland, 2:00 p.m, Puiapenrnta To CLEVELAND ‘Am Derny Class D, cabin planes, 720-800 cu.in, displacement. Prizes: $4,000 and lap money. Tentative itinerary: Aug. 27, Ly. Central Airport, Philadelphia, (Concluded on Next Page)

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440 Curtiss, Wright Report Increases Combined Gross Business Up More Tran 42 Per Gent NEW YORK (w. y.)—With the mer- ger of interests in Curtiss-Wright Cor- poration now in effect, the organization committee has released the following figures concerning the current business of the more important companies in the group: A comparison of unfilled orders of Curtiss Aeroplane & Motor Company, Inc, for the first six months of 1928 and’ 1929 shows an increase of over 73 per cent, the unfilled orders for this year being $9,123,887.12 as against $5,255,- 545.81 last year. This takes no account of several orders now under negotiation. ‘The recent completion of the new Buffalo plant giving at least double the former manufacturing capacity will not only take care rapidly of all unfilled orders, but will insure the ability to take care of much larger gross business. A similar comparison of the unfilled orders as of July 1, of Wright Aero- nautical Corporation shows an increase from $7,054,106 in 1928 to $7,996,985 in Gross sales of Curtiss Aeroplane & Motor Company, Inc., for the first six months of 1929 were $6,230,454.07 being an increase of more than $1,100,000 over the figure for 1928 which Wwas $5,118,- 098.08. Wright Increase Nearly Double The sales of Wright Aeronautical Corporation for the first six months of this year show an increase of nearly double those of last year, the figure for 1929 being $6,184,235 as against $3,- 579,822 for 1928, This gives a combined gross business for both companies of $12,414,689.07 for the first six months of ‘this year, an increase of more than $3,716,000 over last year, or better than 42 ‘per cent. The combined unfilled orders this year of the two companies amounts to $17,- 120,872.12, an increase of $4,811,220.21 or more than 28 per cent. The complete list of directors of Curtiss-Wright Corporation is as_fol- lows: Richard F. Hoyt, C. M. Keys, F. W. Bellamy, B. A. Tompkins, Leon- ard Kennedy, W. H. Smith, Chester W. Cuthell, Grayson M. P.' Murphy, J. C. Cowden, Grover Loening, Charles L, Lawrance, Walter J. Rich, Charles Hayden, Stuart R. Reed and James C. Willson. “Officers are: Mr. Hoyt, chair- man of the board; Mr. Keys, president; Mr. Lawrance, vice-president; J. A. B. Smith, secretary and treasurer; John Sanderson, assistant secretary "and treasurer. To Curb Inexperienced Fliers ANDERSON (1xp.) — Inexperienced and unlicensed pilots fying over Madi- son County will be prosecuted if appre- hended, according to Prosecutor Oswald Ryan, Travel Air Building Low-Wing WICHITA (xaw.)—Travel Air Manu- facturing Company here is building a low-wing monoplane powered with what is said to be the first Chevrolet six-in- ine air cooled engine built at the factory in Indianapolis, “according to reports. Travel Air is also developing a single- place racing biplane to be powered by a Whirlwind, Department of Labor Reports on Employment WASHINGTON (p. c.)—An increase from 78 to 101 ‘in the number of firms manufacturing airplanes and from seventeen to 23 in the number of firms manufacturing airplane engines since last year is shown in a canvass made by the Department of Labor. The number of persons employed by the plane companies in May, 1929, was re- ported as 16,105 and by the power plant firms as 5,977, Plants making aircraft are located in 29 states. New York leads with fifteen companies employing 4,396 persons. California follows with twelve com- panies employing 1,605, and Michigan ranks third with twelve firms employing 1,597. Other states in which more than 1,000 are employed in airplane manufacture are Washington, Ohio, New Jersey, and Kansas. Considering the comparatively short time that airplanes have been manu- factured on a commercial scale, the industry has had a very rapid develop- ment and seems destined to assume material importance in the employment of labor, the report comments, The industry ‘also gives employment to much labor both directly and indirectly in the manufacture of materials used in planes, in the construction of factories and hangars, and in air transport operations. Kellett to Build Autogiros CAMDEN (x. y.)—Kellett Aircraft Corporation will build a plant on the site of the Central Airport here for the construction of autogiros under license from Piteairn-Cierva Autogiro Com- pany, according to an announcement by the airport authorities. Autogiros will also be manufactured at the plant now being completed by _Piteairn-Cierva Autogiro Company at Hallowell Field, Pa,, as well as Pitcairn Mailwings. It is expected that three planes of this new type will be entered in the Guggenheim Safe Aircraft contest, two by Mr. Pit- cairn and one by Mr. Cierva, who is now in this country. W. Laurence Le Page, former editor of Avratiox, now with the Kellett firm. Unify G.E, Distribution SCHENECTADY (x. y.)—Fourteen wholesale distributing ‘corporations owned by General Electric Company will be consolidated into General Elee- tric Supply Corporation (of Delaware), and will hereafter offer a unified nation wide service through 76 houses. AVIATION August 24, 1929 Cleveland Port Is Goal Of Nine Derbies (Concluded from page 439) am., Hartford, Boston, Albany, Syra- cuse. Aug. 28, Syracuse, Buffalo, Ar. Cleveland 2:00 p.m. PortLand, Ore., TO CLEVELAND ‘Am Dery Class D, open planes, 720-800 cu.in. displacement. Prizes: "$6,000 and ta money. Tentative itinerary: Aug. 23, Lv. Portland 10:00 am., Walla Walla, Spokane; Aug. 24, Spokane, Missoula, Billings; Aug. 25, Billings, Bismark, Fargo, St. Paul; Aug. 26, St. Paul, Mil- waukee; “Aug. '27, South Bend, Ar. Cleveland 2:00 p.m. Oaxtanp, Catir., To CLEVELAND Air Derny Class F, over 800 cu.in. displacement. Prizes: $5,000 and lap money. Aug. 25, Ly. Oakland, Reno, Salt Lake City; Aug. 26, Salt Lake City, Cheyenne, Omaha; ‘Aug. 27, Omaha, ‘Springfield, Mo., Fort Wayne; Aug. 28, Fort Wayne, Ar, Cleveland 2.00 p.m, Canavan Air Derny Canadian pilots. Tentative itinerary Aug. 28, Lv. Montreal, Toronto, Buf- falo; Aug. 29, Buffalo, Ar. Cleveland, 2:00 p.m. Now-Stor Air Derny From Pacific Coast city to Cleveland. Plane to arrive Cleveland between 1:00 and 6:00 p.m., Aug. 25-Sept. 2, Prize: $7,500. Rist or Onto Ar Dersy Class F, over 800 cu.in. displacement. Prizes: $2,000. Tentative itinerary : Aug. 27, Lv. Cleveland, Toledo, Day- ton, Cincinnati; Aug. 28, Cincinnati, Marietta, Cleveland, Viking Gets New Haven Firm NEW HAVEN (conw.)—Viking Air- craft Company has taken over New Haven Air Terminals Company from Jack Tweed, and both Thomas and Jack Tweed are now with Viking. The ¢om- pany has recently received from France a demonstration seaplane of the Shreck type, which be known in thi as the Viking, when in Ameri can manufacture, and in a short time will received a second Shreck, a small amphibion. Franklin T. Kurt is chief en- gineer, and is now engaged in reducing the French measurements to American terms on a new set of blueprints, Four Ryans to Oil Firm ST. LOUIS (.0.)—Sale of four Ryan Broughamss to oil companies within 30 days is reported by Ryan Aircraft Cor- poration, The purchasers were Mead Brothers, Tulsa; Standard Oil Com- pany of Ohio; Arch Haynes Brothers Drilling Company, Shreveport; Charles L. Morgan, attorney for gas and oil companies, AVIATION August 24, 1929 Thirty-Two Stops On National Air Tour DETROIT (sicn.)—After a quick trip over the proposed route of the 1929 nal Air Tour, Capt. Ray Collins, wager, and Capt. Frank M. Hawks, jeree, have announced a definite itinerary for the tour, as follows: Oct. 5: Detroit-Windsor-Toronto, 225 mi.; Oct, 6: Toronto-Ottawa-Montreal, 372) mi; Oct. 7: Montreal-Portland, Me.-Springfield, Mass., 400 mi ringfie'd-New York-Philadelpl mi; Oct, 9: Philadelphia-Baltimore- Richmond, Va., 227 mi.; Oct. 10: Rich- mond-Winston-Salem, S, C.-Greenville, C., 335 mi; Oct. 11: Greenville-Sa- ‘nnah-Jacksonville, Fla., 350 mi.; Oct. 12: Jacksonville-Macon, Ga.-Atlanta, 279 mi,; Oct. 13, stay over in Atlanta; 4: Atlanta-Murfreesboro, Tenn. Oct. 13: Cincin- lle-St. Louis, 355 mi,; Oct. 16: St, Louis-Springfield, Mo.-Wichita, Wichita-St. Joseph, Mo.-Des Moines, 337 mi.; Oct. 18: Des Moines-Cedar Rapids, Ia,-St. Paul, 316 i.; Oct. 19: St. Paul-Wausau, Wi Milwaukee, 343 mi.; Oct. 20: Milwau- kee-Moline, Ill-Chicago, 335 mi.; Oct, 21: Chicago-Kalamazoo-Detroit, 275 Total: 5,191 mi. There will thus be 32 stops, the same number as in last year’s event. It is to be noted that the ‘only two-day stop is in Atlanta. Here’s the Diesel arr. L. M, Woorsox, Packard en- gineer, explaining the salient points of the firm's diesel power plant to Colonel Lindbergh during the latter's recent Detroit visit. This photo serves to bring those not “in the know” a little nearer to the unusual engine, Airmotive Adding Wright Bases LOS ANGELES — (cattr.)—Pacific Airmotive Corporation, Pacific Coast distributor of Wright Whirlwind prod- ucts and other engine accessories, is arranging for approved Wright service stations in Phoenix, Salt Lake City, Santa Maria, and San Diego. Branches have already been established at the Oakland Municipal Airport, and at the Los Angeles Metropolitan Airport, Van in addition to the main plant in Los Angeles, Aluminum Industries Earnings Are $175,113 CINCINNATI (on10) —Semi-annual statement of Aluminum Industries, Inc., shows earnings for the first six months of 1929 amounting to. $175,113, equal to $1.75 per share. Current assets as of June 30, 1929, are put at $1,073,625 and current liabilities at $163,124, Increasing demand for pistons for motor car replacement, as well as the general demand for aluminum alloy cast- ings for the United States Navy De- partment, leading aircraft manufac- turers and other industries, necessitated installation of double shifts beginning Monday, Aug. 12, following a shut- down for a week for inventory and vaca- tions, In spite of the closed period, June and July production was called the greatest in the company’s history, both months showing an increase of 100 per cent in piston output, over the same two months last year. With annouricement of the semi- annual statement, payment of the quar- terly dividend of 374c. a share, payable Sept. 16, to stock of record Aug. 31, was authorized, Firms Contract for Pioneers BROOKLYN (x. ¥.)—Pioneer Instru- ment Company, subsidiary of Bendix Aviation Corporation, announces the signing of contracts for the placing of all-Pioneer navigation and flight equip- ment on planes manufactured by Con- solidated Aircraft Corporation, of Buf- falo, and New Standard Airctait Cor- poration, of ‘Paterson, N. J. The Consolidated planes will carry as. standard equipment an oil pressure gauge, thermometer, altimeter, tachom- eter, air speed indicator and’ compass, As ‘optional equipment, Pioneer will supply a rate of climb ‘indicator, bank and turn indicator, navigation and land- ing lights, Curtiss Contest for Solo Fliers INDIANAPOLIS (rxv.)—Success of a city contest for private pilots con- ducted here by Curtiss Flying Service of Indiana has led the company to plan a state-wide contest to determine the most skilled private pilot in the state. This contest will be held Aug. 31 in connection with the dedication of the new Curtiss hangar, and all solo fliers up to and including those holding pri- vate pilot’s licenses will be eligible. 441 Graf Zeppelin Lands at Tokio Completes Second Leg Of Flight Around World TOKIO (saPan)—Despite unfavorable weather conditions during the latter part of the journey, the Graf Zeppelin com- pleted its trip ‘of about 6,500 mi, from Friedrichshafen to the ‘Kasumigaura Airport, 40 mi. northeast of this city, in 101 hr. 53 min, ‘This was almost 20 hr. less than the time estimated by Dr. Eckener before the voyage was begun, though the average speed was 11 m.p.h, less than the speed maintained on the 4,500 mi, first leg of the round-the- world trip, from Lakehurst to Fried- richshafen. Elapsed time up to the arrival at Kasumigaura Airport was 11 days, 5 hr., 47 min,, of which 6 days, 13 hr., 17 min, were actual flying Unless un- usually bad weather conditions are en- countered, the giant airship should arrive at Lakehurst before Sept. 3, the date given in the original tentative itinerary. The Zeppelin is already con- siderably more than half way around the world from the starting point, but it is always possible that deviations from course due to weather conditions or other causes may increase the mileage of the last legs of the journey to a total greater than that already covered. In Touch by Radlo Dispatches from the newspaper cor- respondents who are among the twenty passengers on board indicate that the trip from Friedrichshafen to Tokio was ingularly uneventful, the most exciting incident, apparently, being a distant view of a forest fire in Russia, Radio com- munication with various’ stations was maintained throughout the trip, contact with Jananese stations being established long before European stations lost touch. Weather reports were received on board from Russian and Japanese stations all along the route, Some deviations from course was necessary because of storms, and Dr, Eckener expressed regret at being unable to fly over Moscow, but in general the Graf kept fairly close to the route as originally planned, Roughly, the 62nd parallel was followed from a point north of Moscow to a point east of Yakutsk, from which the 104th meri- dian was followed south into Japan. “The 15,000 kg. of benzine carried was not used at all, and the 24,000 cum. of blau gas was far from exhausted, as only three of the five engines were used dur- ing most of the voyage. In addition to the crew of 41 and 20 passengers, the airship also carried about 50,000 pieces, 525 kg., of mail. The air mail postage for this amounted to about $50,000, Dwight Developing Fabric CHICOPEE (mass.)—Dwight Manu- facturing Company here is experiment ing on a fabric for use in airplane wing manufacture. Samples of the cloth have been submitted to aircraft builders.

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442 Spinning Tests To Be Considered Some Say Requirement No Longer Is Necessary CLEVELAND (om10)—Spinning tests for commercial airplanes which have been required under Government licens- ing regulations are expected to be dis- cussed by commercial airplane manu- facturers during the industrial meetings of the Aeronautical Chamber of Com- merce here, Aug. 26 to Sept. 2. The present airworthiness requirements, provides that any plane weighing less than 4,000 1b, must be subjected’ to a spinning test. ‘The plane must be sent into a spin for six full turns before the test_pilot attempts to bring it out of the violent maneuver. The plane must then return to normal flight after one and one-half additional spinning turns with the con- trols neutral and the power off. To Consider Other Questions Some manufacturers contend that this requirement may now be unnecessary in view of the advances in engineering design and construction of airplanes made since the tests were first applied, ‘The trend in commercial airplanes has been toward greater stability, with no cause for planes to spin under normal conditions. ‘The spinning test and scores of other technical questions concerning the development of airplanes along sound, well-established lines will be considered by the manufacturers during the Aero- nautical Chamber of Commerce meetings and in joint conference with Department of Commerce officials. ‘The recommendations drawn up by the manufacturers during their_prelim- inary meetings will be’ submitted to officials of the Department of Commerce, September 2, at a. joint meeting of the Department of Conimerce and the Aero- nautical Chamber of Commerce, The joint meeting will be the first held under the new Code of Procedure drawn up by manufacturers through the Aero- nautical Chamber of Commerce and approved in principle by Maj. Clarence M. Young, director of the Aeronautics Branch of the Department of Commerce. ‘The code was drawn up when the manu- facturers considered it highly important that regulations governing aircraft be placed in force upon specified dates to enable them to plan new models and design in conformance with the latest requirements. Code Cares for Changes ‘The new code provides that “insofar as it is consistent with the rapid progress in design, development and production, any changes in the Airworthiness Re- quirements be issued but once a year and on a definite date, preferable January 1.” It further provides that the requirements be issued in a preliminary form for study and discussion at a-joint meeting of the Department of Commerce and the Aero- Oakland Has Jumpers’ Club OAKLAND (cattr.) — De- ciding “not to wait for an emergency to introduce them to parachute jumping, a num- ber of pilots of the municipal airport here have organized the High Jumpers” Club. Walter Hall, chute expert, is president and chief instructor, while Harry L. Bunt, forest patrol pilot, is vice president, and Henry’ Hurley, commer- cial flier, secretary. Hurley jumped soon after soloing. nautical Chamber of Commerce in September of each year. ‘The code provides that when a con- troversy arises between the Department of Commerce and a manufacturer con- cerning grant of an approval certificate, the matter will be submitted to a special committee of the Aero Chamber, which will meet with a commitiee appointed to represent the Department, Expect to Turn Out First Comet by Nov. 1 MADISON (w1s.)—New _machine- tool equipment’ in a factory with 30,- 000 sq.ft. of floor space, and the super- vision of Gisholt Machine Company, is the set-up with which Comet Engine Corporation is going to work here according to word from Harvey L. Williams, president of the concern. It is expected that the first engines will be ready for delivery about the first of November. John H. Geisse, for many years air- craft engine experimental engineer for the Army, and the Navy is in charge of engineering. ‘A Comet engine runs continuously on the test stand throughout every working day in the new plant, some- fimes ‘throtled. down aad sometimes “wide open.” “We run a continuous endurance test,” declares Mr. Geisse. Mid-Continent Interest to Aero LOS ANGELES (catir.)—Acquisi tion of a stock interest in Mid-Con- tinent Air Express by Aero Corpora- tion of California has been announced by Jack Frye, president of the latter company. This strengthens the close tie-up between Mid-Continent, which will soon begin operation of airlines from Denver to Kansas City and Den- ver to El Paso, with Western Air Ex- press. Harris M. Hanshue, president of Western Air Express, and his asso- ciates, have recently purchased a sub- stantial interest in Aero Corporation of California, which extends the total num- ber of lines operated by this company. AVIATION August 24, 1929 Investigate Liquids For Instrument Use WASHINGTON (p. c.)—In co-opera- tion with the National Advisory Com- mittee for Aeronautics the Bureau of Standards has been obtaining experi- mental data on liquids suitable for use in aircraft instruments, At present damping liquids are used in aircraft compasses and lateral inclinometers, Artificial horizons of the bubble type depend for their operation on liquids having the same characteristics which are important in a damping liquid. After giving due consideration to the factors of invariability with time, low volatility, constancy of index of refrac- tion, and transparency for varying tem- peratures in the choice of the liquids, data were obtained on the freezing point and on the viscosity in the temperature range —20°C to +30°C, The latter property is of primary importance in the selection of a damping liquid, The freezing point of the liquids should be —40°C or lower since air- craft instruments may be subjected to low temperatures during the ordinary operation of aircraft. Measurements of the viscosity were made on solutions of animal, table, and mineral oils in xylene, glycerine in al- cohol, etc. Data were obtained for in- dividual liquids including kerosene, xylene, and recoil (mineral) oil. ‘These data are published in Technical Report No. 299, which may be obtained for $0.10 from the Superintendent of Documents. Further Data Sought The object of the investigation was to find a liquid or liquids which had a high viscosity at about 25°C, and small temperature coefficient of viscosity. A criterion for comparing the liquids in this respect is arbitrarily selected as the temperature at which the kinematic vis- cosity is five times that at +30°C, For most purposes this fixes the lower tem- perature limit of usefulness. No liquids with an absolute viscosity greater than 0.05 poise at 25°C were found for which this temperature is much below —20°C and none of absolute viscosity of about 0,025 poise with this temperature be- low —40°C. Further work is being carried on, first, in extending the lower temperature limit of the data to —50°C and lower, and second, in obtaining data on promis- ing liquids and solutions in an effort to find those with a viscosity higher than 0.025 poise at 25°C which are usable at temperatures down to 40° C. Air Firm Holdings to Founders NEW YORK (w. ¥.) — Substantial stock interest in Aeronautical Indus- tries, Inc., is reported taken by Amer- ican’ Founders Corporation. Louis H. Seagrave, president of the latter firm and also’ of United Founders, will be elected to the board of Aeronautical Industries, as will also Ashton Haw- kins, who heads United States & British International Company, Ltd. AVIATION August 24, 1929 Doctor vs. A.S.P.A. In Re Flights for Deaf NEW YORK (x. v.)—Controversy has resulted from the publication of results from tests conducted by the American Society for Promotion of Aviation to determine if airplane rides help deafness and impaired hearing. Six persons suf- fering from deainess or speach affliction were taken into the air by pilots of the Newark Air Service, under the auspices of the society and guided by the advice of several physicians, ‘The patients se- lected were all apparently suffering from a nervous condition, and according to their letters, as made public by the so- ciety, they all felt at least a slight im- provement as a result of their experi- ences, On the other hand, Dr. Paul V. Winslow, ear specialist, of 580 Park Avenue, this city, strongly questions the accuracy of these results, He expresses his belief that the only possible improve- ment might be in cases of psychological deafness, and that it would be only tem- porary. Continental Motors Forms Engine Firm NEW YORK (wn. x.) Organization of Continental Aircrait Engine Company as a subsidiary for the purpose of manu- facturing and developing aero power plants, is announced by Ross W. Jud- son, president of Continental Motors Corporation. All of the 250,000 no-par value common stock is held by Con- tinental, With W. R. Angell, Continental vice- president, as president, Robert Insley, who has headed development work, a3 vice-president, R. H. Sloane as treas- urer, and W. C. Keith as secretary, the subsidiary has a special official staff. ‘Air tests have been completed on the company’s Model A70_ 160 hp. radial engine, according to C. P, Russell, aero- sales manager, with one of the planes, a four-place cabin craft, registering sev- eral hundred hours of flying time. With several sample orders placed by inter- ested plane makers, production began Aug. 15. % Eckener Granted U. S. Patent WASHINGTON (0, c.) —After the application had been pending seven years, a patent was finally granted to Dr. Hugo Eckener for “an airship comprising a cell filled with a non- inflammable carrying gas, another cell filled with inflammable gas, a collapsible cell within said latter cell and means connected with said latter cell. for allowing the escape of inflammable gas therefrom.” This patent, for an air- ship of the type of the Graf Zeppelin, was assigned by Dr, Eckener to Luftschiffbau Zeppelin Gesellschaft mit Beschrinkter Haftung, Friedrichshafen, By a coincidence, it was granted on the day the Graf Zeppelin left Friedrichs- hafen for Tokio on its round-the-world trip. To Teach Aeronautical Law MINNEAPOLIS (atwy.)—A course in air law will be offered by the Minne- apolis College of Law in the near future, Elmer C. Patterson, dean of the college, has announced. The course will be patterned after a similar course being taught in Germany. Franklin D, Gray will be instructor. Bendix Establishing Base at Los Angeles LOS ANGELES (caur.) — Pacific Coast headquarters for eleven aircraft and equipment corporations with total assets of more than $150,000,000 will be established in this city Nov. 1, when Bendix Aviation Corporation takes over the twelve-story office building at 12th and Maple Streets, according to H. E. Linden, Pacific Coast manager for Bendix, All manufacturing activities of the American Paulin System, Inc., a Bendix subsidiary turning out level flight and altitude indicators for air- craft, will be moved to the new build- ing.’ Other corporations which will occupy office, display, or assembly space in the building are: Bendix Brake Com- pany, South Bend, Ind.; Eclipse Ma- chine Company, Elmira, N. Y.; Eclipse ‘Aviation Company, East Orange, N. J. Stromberg Motor’ Devices Co., Chi- cago; Delco Aviation Company, Day- ton, Ohio; Scintilla Magneto Company, Bendix-Cowdry Brake Testing Com* pany, and Pioneer Instrument Company, of Brooklyn, N. ¥.; James P. Marsh Company, Chicago; and Tiffany Manu- facturing’ Company, Newark, N. J. ‘To Study Notch Failures WASHINGTON (p, c.)—A series of test studies to determine the part played by notches in fatigue failures soon. will be started by the metallurgical division of the Bureau of Standards. The Bureau has been among the first to in- vestigate fatigue of metals and to demon- strate that the cause is not crystalization as had formerly been supposed. Among the known causes, it is generally real- ized that sharp notches or re-entrant angles such as keyways, screw threads, or even stamped numerals or surface scratches often cause failures in moving parts, Such notches serve as nucl about which stresses are concentrated to the extent that progressive rupture of the metal occurs with continued motion of the part, In the tests, specimens will be made up of numerous types of steel under different heat treatments. Studies of non-ferrous metals will come later. ‘The effect of different coating and plat ing methods on fatigue failures also will be considered. ‘Two Challenger Cessnas Daily WICHITA (xay.)—Two Challenger engine powered cantilever wing mono- planes are being turned out daily now at Cessna Aircraft Company's factory here, according to Maj. Howard Wehrle, general manager. Will Offer Teachers’ Course at New York U. NEW YORK (w. y.)—Through the co-operation of the Daniel Guggenheim Fund Committee on Elementary and Secondary Aeronautical Education, New York University will offer a special six weeks course for teachers for aviation ground schools, beginning Oct. 14. This will be similar in nature to the course introduced at the regular session of the University this summer, but will be con- centrated in six weeks so that flying schools may allow some of their per- sonnel to attend ‘The courses have been specially de- signed to enable the students to pass the Department of Commerce examination for a ground school teacher's license, and will include subjects required by the Department in the curriculum of ground schools. ‘The equivalent of a high school education is required for entrance, and auto- or aero-mechanic trade experience, or experience of a sim- ilar nature, will be necessary. The courses are under the supervision of Roland H. Spaulding, and among the teachers will be Victor Carbonara_and J. N. Peace of Pioneer Instrument Com- pany, and Frank M, Granger of Cass Technical School, Detroit. Subjects will include: airplanes, aircraft instru- ments, communication, air commerce regulations, airplane engines, meteorol- ogy, air navigation, Buys Zenith Albatross Rights MIDWAY CITY (catar.)—Purchase of manufacturing rights covering the triengined Zenith Albatross, from the Zenith Aircraft Corporation, here, by Schofield, Inc., of America, has been announced by’ “Dad” Morgan, presi- dent. The Schofield company has also taken over Harry A. Miller Company, builder of engines for racing cars and speed boats and will continue the pro- duction of these engines while experi- menting with a series of airerait en- gines. Harry.A. Miller Company has developed an air-cooled eight-cylinder aireraft engine embodying two opposed banks of four cylinders each and it is understood that experiments will be con- ducted with this engine as well as other types now planned, Harry A. Miller, formerly president of the Miller Motor Company, will coitiiue as chief_en- gineer with the new company. Officers of Schofield, Inc., of America are: Mr. Morgan, president and George Schofield, vice-president, New Transport Ratings Soon WASHINGTON (p. c.)—Announce- ment is made here by Clarence M. Young, director of the Aeronautics Branch, that the new regulations for acquiring the Transport License become efiective Sept. 1, calling for licensing according to various types and sizes of craft. [A description of these rulings ‘was published on page 2201, AvratioN, for June 22, 1929—Ed.]

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444 Sanction Class B Show At Los Angeles, Nov. 9-16 LOS ANGELES (catir.)—Announce- nt is made of definite granting to this a Class B regional aeronautical ion to be held Nov. 9-16, inclu- This show has been sponsored by the California Aireraft Exposition As- sociation and will be staged under the active direction of the Aeronautical Ex- positions Corporation, show division of the Aeronautical Chamber of Commerce of Ame Clifford W. Henderson, manager of the 1928 and 1929 National Air Races and Aeronautical Exposi- tions, will have charge of this show for the ‘Aeronautical Chamber of Com- mere, and will be backed by an execu- tive committee composed of men repre- senting every branch of the Southern porting every: be ing covering 150,000 sq.ft. of floor area is now being prepared “at Fairfax and Wilshire Avenues here, and many leading air- crait manufacturers have already ap- plied for display space. Officers of the California Aircraft Exposition Association, which secured the sanction for this show, are: pres- ident, Fred A, Worthy, sales manager for Axelson Aircraft Engine Company vice-president, Harry Wetzel, vi president and general manager of the Douglas company; vice-president, Waldo D. Waterman, manager of the Los Angeles Metropolitan Airport; treasurer, G. E. Moreland, president of Moreland Aircraft Company; and secretary Frank Bireley, chairman of the aviation committee of the Los Angeles Junior Chamber of Commerce. Command-Aire Discontinues OX LITTLE ROCK (arx.) — Production by Command-Aire, Inc., this city, for August will include seven OX powered planes—these to be the last aircraft turned out by the firm using this engine. Fairchild KR-34’s to Dallas DALLAS (rex.)—Four of the new Fairchild Model KR-34 planes, three- place craft using New Whirlwind Five power, have been received by Stuart Moir ‘at the southern Fairchild Avia- tion Corporation base here. The planes will be used as demonstrators, Detroit Tool Firm, Merger Announced DETROIT (aucy.)—Two firms here —Wayne Tool Company and H. R. Kreuger & Company—are to be acquired by The Airport & Tool Cor- poration, recently organized for this purpose, according to Joseph W. Roth- meyer, ‘heading the Wayne concern. Tt is ‘declared’ that approximately 30 per cent of the present business of these firms, which make tools for mass production, the aircraft industry. An experimental division cares for the development of new type tools for clients is mentioned. Earnings of the companies for 1928, after Federal taxes, were more than a quarter of a million dollars and the first six months of 1929, show a sub- stantial increase over the correspond- ing period of 1928. Combining these two companies will result in economies in operations and also make it pos- sible to take on increased business which is available. Mr. Kreuger will be associated with Mr. Rothmeyer in the management of the new organiza- tion, Begin Rummel Plant at Gallion GALLION (on10)—First unit of its new plant for the production of plane and auto parts and accessories has been hegun here by the Harry B, Rummel Company, which is moving from Find- lay, Ohio. The firm conducts a Waco agency and operates a flying school. New Wright Vee Powers One-W heel Loening View oF tHE wonowHeeL LoeNtne being tested at Mitchel Field. Landing gear retraction is climinated in the new design, with the wheel stationary and the wing tips protected by skids somewhat reminiscent of the old Jenny. ‘The plane is powered by the new 500-hp. Wright twelve-cylinder air-cooled inverted Vee engine. [A description of the one-wheel float development will be found on page 49, Aviation for July 6, 1929—Ep.] AVIATION August 24, 1929 Mamer Crosses Nation In Refueling Flight Test NEW YORK (x. ¥.)—As Aviation goes to press, the “Spokane Sun God” has just left here on its return trip in an effort to establish a round-trip non- stop transcontinental refueling record, ‘The six-place sesqui-plane Buhl Air- sedan, piloted by N. B, Mamer and Art Walker, was refueled on its way here from Spokane at Oakland, Calif,, Rock Springs and Cheyenne, Wyo., North Platte, Neb., and Cleveland, Ohio. The trip from Spokane to New York took 3 days, 19 hr., 50 min. ‘This was con- siderably longer than had been expected, due to the fact that the plane circled all one night over Rock Springs to avoid reported rough weather between there and Cheyenne, The average speed be- tween contacts was about 75 m.p.h. Refueling over the western cities was carried out by planes from Mamer Air Transport, and over Cleveland and New York by arrangements made by ‘Texas Oil Company, whose products have been used throughout the trip. The New York refueling plane was piloted by C. Ray Wassall and P. V. Chaffee, who conducted the refueling plane which made contact with the “St. Louis Robin” in its recent record-break- ing endurance fight. Next Safety Congress Will Study Air Hazards CHICAGO (111,)—Safety problems of the air will be the subject of two con- ferences during the sessions of the Eighteenth Annual Safety Congress to be held in this city Sept. 30-Oct. 4. Several national authorities on aero- nautics will discuss methods of increas- ing the safety factor in flying. Specific subjects to be considered are Aerody. namic Safety, Maintenance, Fire Pre- vention at Airports, Instruments, Pilot Training, and Factory Hazards. An Aeronatical Section of the Na- tional Safety Council has been formed with E, P. Warner, editor of Aviation, as chairman, The advisory committee under the chairmanship of Harry F. Guggenheim, president of the Guggen- heim’ Fund, ‘has as its other_members Hiram Bingham, president of the Na- tional Aeronautical Association; F. Tru- bee Davison, Assistant Secretary of War ; D. S. Ingalls, Assistant Secretary of the Navy; William P. MacCracken, Jr., Assistant Secretary of Commerce: Maj. Henry A. Reninger, President of the National Safety Council. Cincinnati Plans 1930 Show CINCINNATI (on10)—Announcement of a large outdoor aircraft show to be held in ‘this city on Memorial Day, 1930, was made recently by Warner Sayres, chairman of the aviation com- mittee ‘of the local Chamber of Com- merce. It is planned to emphasize new products of manufacturers all over the world. AVIATION August 24, 1929 Approve Four More Airplanes WASHINGTON (p ¢.).— During the week ending Aug. 17, four new approved type certificates for airplanes were issued. According to. model, type, power plant, useful load, and gross weight they are as follows: No. 194—Stinson SM-2-AC, four-place cabin monoplane, New Whirlwind Seven 1,126 Ib., 3,217 Ib,; No. 195—Spartan | C3-5, three- place open biplane, New Whirlwind Five, 968 Ib. 2,585 Ib.; No. 196—Pitcairn PA-6B, three-place open bi- plane, New Whirlwind Seven, ‘1,200 Ib., 3,020. Ib.; No. 198—New’ Standard D-29, two-place open biplane, Cirrus THT, 535 Ib., 1,632 Ib. Representatives Named Eacie—Peter_ Klimek, Baudette, Minn.; Sergent School of AMERICAN Aeronautics, Duluth, Minn.; Carl Freeman, Pine City, Minn.;'C. A. Peterson, Jackson, Minn.; —Runchey Brothers, Madison, S. D.: Carl Leon- ard, Mellette, S.'D.; R. E. Giard, Volga, S. and Ernest Eckstein, Leroy, Minn, Swattow—Ben Torrey, of Corning, Calif, for the northern part of California. The Speed Johnson Flying School, of San Mateo, Calif. for Central Cali- fornia, Cunnincnam-Hat — Air Asso- ciates, New York Cit Teaver. Are—George A, Hoeveler, Pittsburgh, Pa. Anco—George E. Kelly, New York City. Buoxam Suecy—Western Avia jon Supply Company, Oakland Mu- nicipal Airport, Los Angeles, Calif. Savora - Marcuettr — Waterfront Airports, H. W. Rubinkam, Chicago, Til. STeARMAN—Maj. Frederick I. Lord, San Antonio, Tex.; for Texas and Mexico. Farrcrs.p—Alaska-Washington Air- ways, Inc, 414 University Street, Seattle, Wash.; for part of Washing ton and for Alaska. Bettanca—Garland Aircraft Cor- poration, Tulsa, Okla. Ryax—Tropical Airways, Inc,, Day- tona Beach, Fla; for the state of Florida, Great Lakes Making Amphibions CLEVELAND (onto) —Great Lakes Aircraft Corporation here is now in production on a new four-passenger, twin-engined amphibion biplane, Austin Negotiating With Soviet CLEVELAND (on10) — Negotiations with the Soviet Government for con- struction contracts in Russia have been put under way by The Austin Company, this city, according to President W. J. Austin. Fifteen of Thirty-Two Engines Tested Failed WASHINGTON (p. c.)—Since the type approval work was tindertaken by the Department of Commerce last March, 32 engines have been taken for testing by the Bureau of Standards. OF these, 9 passed, 15 failed, 5 were withdrawn, and 3 are now on the racks, Most of the engines submitted were the first of their kind or one of an experimental group which ac- counts for the comparatively high percentage of failure. It has been found that later improvements often make acceptable the models which fail. All but one of the engines tested were air cooled and most were of radial construction, The present testing capacity of about one engine per week, Bureau officials state, will help reduce the waiting list and ‘will lead to the compilation of more nearly adequate performance data. So far, 25 approved type cer- tificates have ‘been issued by the De- partment of Commerce. Rent-A-Planes $15 Per Hour LINCOLN. (wen.) — Tentative rental price for fly-it-yourself planes being offered by the Saunders auto rental agency of Kansas City, Mo. which recenily closed a contract for 100 planes with Arrow Aircraft & Motors Cor- poration, is $15 an hour, but this price may be raised or lowered as the com- pany obtains additional information on the cost of operation, according to Pr ident Saunders, Planes will be avail- able to all persons having pilot licenses. Tt is planned to operate the fly-it-your- self system through the company’s present auto rental organization in 85 American cities, but a subsidiary com- pany may be formed later if the busi- ness expands sufficiently, The plane rental service has already started where the Saunders system is operating from Fairfax Airport, Makes Canada-Mexico Flight AGUA CALIENTE (ae: Rankin, of Portland, Ore., at 5:48:26 p.m. Aug. 12, after complet- ing a non-stop flight from Vancouver, B.C,, in 13 hr., 7 min,, 49 sec., cover~ ing a’ total distance of 1,350 mi, Ran- kin flew a Great Lakes’ 2T-1 training biplane powered with a 90 hp. American Cirrus engine. The takeoft was made with 100 gal. of gasoline, and 25 gal. remained at the conclusion of the flight. Mr. Rankin is Pacific Coast distributor for the Great Lakes company, which is located at Cleveland, Ohio. 445 Soncy Helium Output 648,850 Cu.Ft. in July WASHINGTON (o. c.)—During July, the Government helium plant located at Soncy, near Amarillo, Tex., produced 648,850 cu.ft. of helium of an average purity of approximately 97 per cent, the Bureau of Mines announces. The first shipment of the gas was made May 6, and production has steadily increased since then. While detailed cost data are not yet available, it is believed that production costs at the new plant will be well withi the previously estimated figure of $20 per thousand cubic feet of helium. This is the lowest figure at which helium has ever been produced, so far as is known to the Bureau. Only a single unit of the plant is now in operation, When the second unit is completed, in the near future, the normal capacity of the plant will be far in excess of present Govern- ment requirements. “With practically the same fixed charges, production can then be increased to any desired amount up to 20,000,000 cu.ft, or more, per year. Shipments of helium are now made regularly from the Texas plant in spe- cially designed tank cars to the Navy at Lakehurst, N. J., to the Army at Scott Field, near St. Louis, Mo. and at Lang- ley Field, near Newport News, Va., for use in the dirigibles operated by these services. Before the war, helium, which had been obtained only in small amounts, cost about $2,000 per cubic foot. As a result of research by the Bureau of Mines, in co-operation with other Gov- ernment agencies and commercial in- terests, production has been brought down to approximately $0.02 per cubic foot. Helium is extracted at the new plant from natural gas having an average helium content of approximately 13 per cent produced from the Cliffside Struc- ture lying north of Amarillo, Gas from 26,000 acres of land is available to the plant. Pellet Forms Aero Division CHICAGO (111.)—Electrical and me- chanical service for aircraft will be pro- vided by the newly established aircraft division of Pellet’ Magneto Company, 2450 South Wabash Ave., this city. The plant will be equipped to give factory service on all types of magneto, gen- erator and electrical equipment. It will be under the supervision of Arthur J. La Pointe, Jr. Chamber Asks School Data NEW YORK (x. ¥.)—Because num- erous inquiries for flying school informa- tion has been received, the Aeronautical Chamber of Commerce has requested member institutions to submit data on curricula, prices, special courses, hous- ing and ‘eating facilities, etc., in order that inquiries may be satisfactorily answered,

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446 {itm ~~ BRIEFLY TH Universal Aviation Corporation planes carried 523 passengers in July on its St. Louis-Kansas City-Omaha and the St. Louis-Chicago lines, Arrangements have been made for a consolidated air passenger ticket office in the Texas Hotel at Fort Worth, Tex. Headquarters will be maintained for traffic representatives of Southwestern Air Fast Express, Braniff Airlines (a division of Universal) and Southern Air Transport. Between April 3 and August 5, more than 3,500 passengers were carried on scheduled runs by Southwest Air Fast Express. Ninety-five per cent of the scheduled trips were completed. Albert L. Edson, manager of the Bos- ton Airport, states that 339 passengers landed at of departed from the airport during the week ended August 10 on planes flying on regular schedules. The Radio Corporation of America has bought a Fokker Super-Universal to be used in the development of and to test and demonstrate aircraft radio apparatus, Planes of the Universal Aviation Cor- poration will be radio-equipped before bad flying weather starts, according to the latest report, A speed boat service from the South Station pier to the Boston Airport was started August 16, The trip requires four minutes and costs $.50, boats oper- ating hali hourly each way. Increased traffic over Western Air Express lines for the month of July is shown by a report just issued ‘giving a total of 3,457 paid passengers com- pared with ‘the June total of 2,235. During the first ‘six months of 1929 there were 11,338 paid passengers car- ried in contrast with a total of 6,794 carried during the entire year of 1928, Traffic over the Los Angeles-Catalina Island lines increased from 1,283 pas- sengers in June to 2,316 in July. Fairfax Airports, Inc., recently or- ganized under the laws of Delaware, is to acquire the business of the Fairfax Airport Company, of Kansas City, Kan., and plans establishment of four auxiliary airports in the Missouri valley, north- west of Kansas City, including Leaven- worth and Atchison, Kan, ‘Transcontinental Air Transport is re- ported about to purchase the Ryan Cor- poration and the Airtech Flying School, in San Diego, Calif. ‘The library of aerial photographs at the Topographical Surveys Branch of the Canadian Department of Interior comprises 319,000 different prints, Dur- ing the past year approximately 92,000 aerial photographs were taken through- out the country, The Aviation Corporation stock has been admitted to trading on the New York Stock Exchange. New York, Rio and Buenos Aires Airways, Inc., of New York City, has received a permit from the Brazilian Government to operate along the entire coast of Brazil in the development of its proposed New York-South America airline, A total of 585 passengers were carried over the transcontinental air-rail line of the Universal Aviation Corporation during July, in co-operation with the New York Central and the Santa Fe railroads. ‘The ZMC-2, the Navy's all-metal air- ship, built by the Aircraft Development Corporation of Detroit (subsidiary of the Detroit Aircraft Corporation), has been flown on its unofficial test flight, remaining in the air about an hour. An unofficial speed of about 340 was credited to the Gloster- Napier, one of England’s entries in the forthcoming Schneider Trophy Contest, during a practice flight August 19. It was flown by Flight Lieutenant Atcherley, winner of this year’s King’s Cup Race’ around England, Packard Motor Car Company has started production of its aviation Diesel engine. N.AT. expects to transfer its eastern terminal to Newark (N. J.) Airport soon following the closing “of negotia- tions now in process between company and city officials, Eighty employees of Ludington- Philadelphia Airport were transported in ten planes to Central Airport, Cam- den, N. J., for a company picnic Au- gust 15. Five more Canadian flying clubs have claimed the planes allotted them under the government subsidy plan. New Firms Announced Aeronauricat Propucts Conrora- tio, Los Angeles, Calif., capital 1,000 shares; by Albert B. Scott and N. D. Hynson, Jr, of Los Angeles and Thomas N. Hynson of Pasadena. AtasKa Araways Company, Seattle, Wash.; capital $50,000; by John H. White ‘and Peter A’ McDonaid. Rucxsrett Corporation, Lrp., Van Nuys, Calif.; capital 2,500 shares of no par-value stock; ‘by Glover E, Ruckstell, 248 S. Van Ness Ave,, Los Angeles, ‘and others; to engage in the aircraft’ business. InterMountaIn Fiyrve & AvTo- Morive Sexvice Company, Inc, Price, Utah, capital $100,000; being "a con: solidation of the Depot Auto Repair Company and the Intermountain Flying Service. Crrmenceau Amrrort Company, Jerome, Ariz.; capital $100,000; by C. E, Elrod, Prescott Rawlins, Marcus E. Rawlins ‘and A, B, Rawlins, Foster Arrways Corporation, Lan- sing, Mich.; capital of 70,000 shares no par-value stock; by James D. Fos- ter and C.L."Barber of Lansing, and Joseph C. Reiman of Detroit; to manu- facture and repair airplanes and en- gage in commercial aviation, AVIATION August 24, 1929 Illi ~~ PERSONNEL tt Carr. R. J. Goopatax-Croucer, famous English aircraft designer and well known as an expert air race handi- capper, has arrived in this country to assume his position as vice-president and chief aeronautical engineer of the Whittelsey Manufacturing Company, Bridgeport, Conn, He has been head of the Airworthiness Department, of the British Air Ministry, and has been in charge of technical policy questions on all civil aircraft in England. He is a member of the main committee of the Royal Aero Club and the author of a Royal Aeronautical Society publication, a member of the Institution of Aero- nautical Engineers and was decorated with the Order of the British Empire by King George in 1927 for his services to aviation, Max Krzr has been appointed presi- dent of the Lincoln (Neb.) chapter of the NAA. Cuauve H. MacKenzre, of Gaylord, Minn., has been elected president of the newly’ organized Canadian-American Airlines, Inc., operating between the Twin Cities and Winnipeg. Cou, RaurHt H. Wess, of Winnipeg, is vice-presi dent; Noratan Warsinsxe, of Minne- apolis, vice-president and general man- ager; J. F. Goutp of Minneapolis, sec- retary, and Harotp S. Lees of Wheaton, Minn, treasurer. The board of direc- tors includes the officers and H. C. Scirorper, Crate W. ALLEN and A. L. Scrrazerer, Ciarence Fatx has been named president of the Milwaukee (Wis.) chapter of the N.A.A. Liovp Broomcren, instructor at the Wichita, (Kan.) Universal Flying School has’ resigned to join the Fla- mingo Aircraft Company, of Cincin- nati, Guy Vax Buren has been elected president of the Chippewa Aircraft Cor- poration, Chippewa Falls, Wis.; Oue Larson, vice-president, and Ronerr L. Wney, ‘secretary-treasurer, F. D, Henpersow has been appointed organizer for the Yellow Air-Cab Com- pany, Wichita, in the territory outside of the Wichita field, installing the first unit at Tulsa, C. C. Bett has been elected chief pilot of the new Fokker of the Goodyear Tire & Rubber Company, Akron, Ohio. Lieut. Compr, C. H. Havir has resigned from the Navy to take effect September 30 to become director of research for the Bendix Aero Corpora- tion of East Orange, N. J. In recent years he has been on duty at the office of the Inspector of Naval Aircraft, Eastern District, New York; at. the Naval Aircraft Factory, Philadelphia; Naval Air Station, Lakehurst, N. J.; with the U.S,S. Los Angeles, and “at the Bureau of Aeronautics, Navy De- partment, in charge of the Propeller Section, ’ He won the Wright Brothers Medal for meritorious contributions to (Continued on Page 447) AVIATION August 24, 1929 Personnel (Continued from preceding page) aeronautical engineering awarded by the Society of Automotive Engineers in 1928, Carr, Wirttam Puxcett, has been appointed head of the Roosevelt Aviation School, Roosevelt Field, L. I, succeed- ing Cot. E. M. Roserts, who will con- duct a class in aeronautics at the Stew- art Automobile School, New York City. H, W. Beck, western traffic manager for T.A‘T., has been appointed traffic manager for Maddux Air Lines with headquarters in Los Angeles. W. E. Tomas has been appointed manager of the Colorado-Wyoming territory of Universal Air Lines, Rares Hunnenp, automobile dealer of Watertown, S. D., has been appointed sales manager for the Halley company in North Dakota, South Dakota, Mon- tana, Wyoming and Nebraska. L. O. Kennepy of Los Angeles, has been appointed district traffic manager of the Universal Air Lines over the territory west of Denver, Col. Carr. Tomas E, Larxe, formerly with United Air Schools, of Detroit, has been named chief instructor of the Gar- land School of Aeronautics at Tulsa, succeeding J. H. DeCelles. Ricmarp Conover, formerly with Scenic Airways, Inc., operating over the Grand Canyon, has been appointed test pilot for the Comet Engine Corpora- tion of Madison, Wis. Cuartes BRANNIGAN, airship pilot, has been recalled from’ the Goodyear Tire & Rubber Company's sales branch at Milwaukee and assigned to the Wing- foot Lake Station of the Goodyear-Zep- pelin Corporation as operations officer. Vicror Dessert, Spokane, (Wash.) hotel man, has been elected president of the National Air Derby Association, a Spokane group organized two years ago during the National Air Races there. T. A. CaLHoun, an official of the Triplex Safety Glass Company of North America since its organization in 1926, has resigned, E. E, Porterrietp, president of the American Eagle Corporation, has been elected head of the Wallace Aircraft Company, a subsidiary. Stantey WAL ace, Russet D. Carrer, D, H. Houto- Wet and Earte H. Saari were elected vice-presidents and Dick L, Crick, sec- retary-treasurer. Mr. Hoiwoweut, and Mr. Sacre have been elected directors of the American Eagle company. I, W. Gatenouse has been appointed district sales manager for American Eagle in Northern California, Oregon and Washington, Lrovp Lancaster has been appointed production manager for the Wallace Aircraft Company. Water C. Crayton, formerly asso- ciate aeronautical engineer in the Aero- nautics Branch, has joined the engi- neering staff of Pitcairn Aircraft, Inc., Bryn Athyn, Pa, Schools and Colleges Daw Ronertsow has started a flying school for women at the Lambert-St. Louis Field with headquarters at the Robertson Airplane Service Company. Intanors Iowa Arways, of Daven- port, Ta,, has moved into a new 40x60 ft. school building, ‘Unrversat Aviation ScHoors’ cur- riculum is being revised by Paul Blaine, superintendent of ground schools, and V. L. Jones, principal of the Minneapo- lis school, Newraska Muruat Fryers’ Cuus, Inc, Lincoln, Neb., has been requested to establish branches in Iowa. NEBRASKA SAILPLANE AND AVIATION Scnoot is being organized at Omaha, Neb, Natrona Arways, Inc. has been organized at Detroit, Mich. Curtiss Fivine Service is planning to open an extensive ground school at Chicago about the middle of Septem- ber. Curtiss Frying Service at Denver has acquired two more planes to care for its increasing enrollment, Wicurra Fixtne Scxoot will move to the new municipal airport soon, Unrverstty oF Cactrornta will offer a course in physics of the atmosphere for students in aeronautics. Catrrornta ScHooL or AERONAU- rics is opening a branch school at Exe- ter, Calif. AERONAUTICAL CALENDAR ie Bion ea Real ara So =A ta Age eT oe mt r, Cleveland, Ohio, Ta Fat al as a gee Gioweland Hotel, 4 ia pag ore a nautio Association, Sale Lake City. 7 ee aes iter, Ne St ep fa es ti Cowes, England. ee ee bs Chamber of Caumaae SE fe ce Neg ETA jon Exposition, Boston Gard Bowtan, Masa, 28 Gordon. Sent Bennett Balloon Trophy Louis, Mo, dae r tional Air Tour, Starting from Oka Nant Airport, Destbors Mieke TERT Southwestern Aireraft Exposition, oF State Fair Grounds, tex Seq TIS Conference on Municipal Airports at Washington, D.C. under apices of ‘the American Road ‘Builders Asser ation. Sov Thigh Airport, Design Competition Now 18 Gites: “E2hien Bordand "Cement Company. iano National Air Show, auspices Aero February nautical Chamber’ of Commerce, Bt Louis, Feb. 512 New York Aviation Show, annploes Aviators’ Post, American Legion. ‘pe 5-13 All-American Aircraft Show, Detroit, May 3-10 New York Aireraft Salon, susp Metropolitan Now York’ Division, Biter Det Fepton Aero: Madison Square Garden, New York Gig. TRADE TIPS It has been reported that North American Lloyd Aircraft Cor- poration, New York City, plans early construction of hangar, administration building, and club house at Warren, Pa. The company plans to build a modern administration building and club house, also, at the Shearman-Cowing Airport, Jamestown, N. Y. Waltham, Mass., is planning to build an airport, A bond issue has been approved for the construction of a new airport at Fremont, Neb. Northwest Airways, Inc., will start work this fall on construction of $100,- 000 hangar at the St. Paul Airport, St. Paul, Minn, The City Council of Pocatello, Ida., has authorized the city to purchase a 340-acre tract of land for airport Purposes, Lafayette, Ia, has voted bonds for construction of an airport at a cost of $45,000; development to proceed at once, ‘The Nelson Steel Aircraft Company, Second and Camelia Streets, Berkeley, Calif, is having plans prepared for a 60x200 ft. addition to its present plant. The city of Hanford, Calif, has pro- vided $9,000 in its budget for the im- provement of its municipal airport, including the erection of a section of the hangar. Braniff Air Lines, soon will erect a $90,000 hangar and lean-to at the Municipal Airport, Oklahoma City, Okla. Airport improvements and additions are to be made to the Hatbox Flying Field by Muskogee, Okla., to cost about $195,000. Salem, Ore., is receiving bids on con- struction of hangar at its municipal airport. Southern Air Transport, Fort Worth National Bank Building, Fort Worth, Tex., is immediately to begin a $50,000 improvement program on Menefee Air- port, New Orleans, La., to be completed in about three months. Dallas Airports Utilities Corporation, Dallas, Tex., which was but recently incorporated’ with a capital stock of $500,000, with Edgar L. Flippen as president, and George Waverly Briggs as trustee, will at once construct $7$- 000 hangar at Love Field, and will expend about $50,000 on an administra- tion building. Herr Heinkel is considering making arrangements for construction of his planes in this country under license, Vancouver (Wash.) Airport, Inc., headed by G. W. Lampka, capitalized at $100,000, will build a concrete hangar to house planes, About $10,000 will be spent at Ken- newick, Wash., for improvement of the airport, Mh

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AVIATION August 24, 1929 AIRPORTS AND AIRLINES 2 (es _aucéf Western Union Starts Express With Colonial NEW YORK (x.y.)—An innovation in parced express service has been in- augurated here under an agrement between the Colonial Airways System and the Western Union ‘Telegraph Company, The feature of the plan is the utilization of the latter's mes- senger service for collection and delivery of parcels and of the air transport company's twice daily service in each direction between this city and Boston. It is expected that the com- bination of these two will provide four- hour service for parcels from sender in one city to receiver in the other city, The sender need but call a Western Union messenger boy in_ the usual routine and the package is delivered to the next out-bound passenger plane, the flying time between the cities being less than 2 hr. On arrival at the end of the airline the packages are de- livered to the Western Union for distribution. ‘Transportation between airports and business sections of each city is taken care of by the busses operated for the accommodation of the passengers holding air tickets. Flat Rate of 35 The minimum rate is given as $5 per package, the maximum weight of each package being 5 Ib. This service will supercede the express accommo- dation formerly provided through co- operation with the Railway Express Agency. The Colonial System’s con- tract with the Agency has been can- celled. Under this agreement, express was carried only on the Colonial mail planes which feft Boston for New York at night and left New York for Boston very early in the morning. Patronage was extremely small, ac- cording to the Express Agency. Colonial started carrying express for the American Railway Express in 1927. The cancellation of the con- tract represents no change in the Ex- press Agency's air service policy, it is said, and the agreements with other companies will be continued, according to_present plans. It is considered likely that the West- ern Union scheme will be extended to include other airline systems. This extension probably will be applied first on the other routes operated by Co- lonial (New York-Montreal and Albany- 31, Fai Cleveland) and also on other lines con- trolled by The Aviation Corporation (of which Colonial is one), such as Uni- versal Air Lines, Interstate Air Lines, Southern Air Transport and Embry- Riddle, Studying Weather Changes CHEYENNE (wvo.)—With the ap- proval of the government weather re- porting service, expert weather ob- servers have started a survey at points along the Bocing transcontinental line between Omaha and Cheyenne to deter- mine strategic points for detecting weather changes which might affect fly- ing conditions on this route. As a re- sult of these observations it is expected that an additional weather reporting service may be established which would Pan American Reports 6,824. Passengers Carried NEW YORK (w.y.)—Pan Am ‘Airways and its associated companies— Pan American-Grace Airways and the Mexican Aviation Company—carried 6,824 passengers and 181,972 Ib. of reg- ular and special mail during the first six months of this year, according to a report just issued by’J. M. Eaton, general traffic manager of the system. ‘The average passenger traffic was 1,100 enable pilots to know in advance more persons monthly, ‘The company claims thoroughly what the weather probably an operating efficiency of 99.85 per cent will be when they arrive at their destina~ during this period, The Pan American interests now cover about 9,700 mi. of airways which touch about seventeen countries in Cen- Tulsa Port Nets $4,702.20 tral and South America, in addition to a small mileage in this country. About TULSA (oxLa.)—The net profit of the 3,500 mi. of the above total are being Tulsa Municipal Airport during July flown by passenger planes. This service was $4,702.20 before depreciation ‘had touches seven countries. At the present been deducted. The June report showed time it is operating 28 multi-engined $4,368.13, planes. Showing the Location of Alaskan Airports ieee z yy 88 te Birger TT HE,71 airports existing or proposed in Alaska have been plotted by the United States Geological Survey on the accompanying map. The locations of the airport sites are identified by numbers as follows: 1,,Nome? 2; Unainideet; 3, ‘Point; 4, Golovin; i, Solomon: 6, Keowalik; Koisebue’ $, "reller 8, Counell 10, Candie "13, Portuna’ Ledge Kenai! 14, Valdez 15, Wasilla; 16, Cache Cresk; 17, Curry 18, Willow Crock, 19 Grok | 20, Suntnn Station’ a1, wiat 28) McCarthy #5, Savard 24, Contouas 40, Lower ‘Ponahias"26 Copper Genter; Br, Heaiio; 25, Nini: 28) Cantwell; 20) Vaidex’ Creek p*Nenana;'38,'Kantishna; 4, Lake Minchumina’ 20, ‘elldat 36, Berry's ths a8; Takoma. 88, Ophir 40, Manley Hot Springs‘ 1, American 44, Ndiats; 15, Livengood: 4%, wore fukon! 41) Rampart; : Wasemnan ‘sty clrcie Hot Spring? $2, Chena Hoc Springs? 83; Palmer: Groske; Bt, Basie! gb, Chicken Cresir{ 96, Henly bf, Cince (probable) | 68, Ubper Ponsina probable) $0, Skagway. (probable); fo, Fanana Crossing (probable); 1, Nebesna (probable) + 62, Chigana probable) + 85, Pilgrim Hot Springs’ (probable) 64, St. Michael (probable) ;'65, Blutt (probable) ; 66, Hayeock’ (probable) ; 61, Lost.iiver GProbabley ; WB, waled ‘cprobabie) ;"85, Shungnak Grrobable) 70, Deesing; Th Battles AVIATION August 24, 1929 Use of One Frequency In Plane Radios Tested WASHINGTON (p, c.)—Tests_ re- cently completed at Hadley Field of weather forecasts on the same frequency as the directional beams of radio bea- cons, have been highly satisfactory, it is stated by F.C. Hingsburg, chief of the Airways Division, Aeronautics Branch. If reports from’ pilots confirm these views of airway officials, this type of forecasting will be made a permanent feature of the radio service, it is stated. ‘The Airways Division already has re- ceived unofficial word that pilots ap- prove this innovation, Under the system of sending all the information over the airlines that pilots may need on the same frequency, the directional beams of the radio beacons are suspended by remote control for periods of 3 min, at 15 min, intervals, During this 3 min. period when the beacons are inactive, weather forecasts are sent out in the same frequency as that used for the directional beam, ‘Thus the pilot receives directional informa- tion, weather reports and terminal mes- sages at one setting of the dial, In cases where transport companies desire to communicate particular mes- sages to planes in flight, they will be allowed time on the 3 min, weather re- port service. With announcers speak- ing at the rate of 80 words a minute, it will be possible to broadcast 240 words in 3 min, It is believed that this will be sufficient to give all the information necessary about sector and terminal weather. ‘Allocations of the 3 min, broadcast- ings at the 15 min. intervals when the beacons are silent, allow station an- nouncements at each interval, or every 15 min,, reports on sector weather every half hour, and reports on terminal weather on the hour. It is expected that the intervals between terminal weather forecasts will be lessened as the pilots begin flying closer to bad weather by placing reliance on this service to bring them through. To Discuss Asphalt for Ports NEW YORK (x. y.)—The applica- tion of asphalt to airport surfacing will be discussed at length at the eighth annual asphalt paving conference which will be held at West Baden Springs, Ind., October 28 to November 1. The subject will be taken up under the leadership of Chief Engineer R. H. Simpson, who supervised the paving at Port Columbus, Ohio, Brown Urges Airmarking WASHINGTON (p. c.)—Postmasters throughout the country have been re- quested again by Postmaster General Brown to co-operate with the Guggen- heim Fund in the promotion of air-marking their communities. Consi erable success has been reported in quar- ters where postmasters have vigorously supported the movement. 449 Make Progress on Huge Goodyear Airship Hangar TTPulss is the partly completed hangar at Akron, Ohio, in which the Goodyeas- Zeppelin Corporation will build two giant airships for the Navy and later construct a fleet of commercial dirigibles. The building will be 1,175 ft. long, 325 ft, wide and 205 ft. high when completed. About 7,000 tons of steel are going into the construction and 1,300 concrete piles have been driven into the ground to support the structure, The hangar is on one end of the Akron Municipal Airport, which is used, also, for heavier-than-air craft. Open Joint Detroit Ticket Office DETROIT (stcu.) — In order to facilitate routing of air passenger to anywhere in the United States, six air- line companies and two air taxi services, in co-operation with the Detroit Auto- mobile Club, have opened a consolidated air travel ticket office in the downtown offices of the automobile club, Com- panies sponsoring the bureau are Stout Air Services, Inc.; Thompson Aero- nautical Corporation ; Middle States Air Lines, Inc.; Northwest Airways, Inc.; Western Air Express, and Capital Air- ways, Inc. T. A. T. Operates At 38 Per Cent Loads ST. LOUIS (at0.)—Transcontinental ‘Air Transport, Inc., carried 38 per cent of its passenger capacity in the first month of operations, according to sta- tistics released at general headquarters here. Since the start of service July 8, planes have operated at pacity on the Eastern di Columbus, O., and Waynoka, Okla., and at 33 per cent on the Western di between Clovis, N. Mex., and Los Angeles. Paying passengers carried totaled 433. Of this number, 153 made the coast-to- coast journey; while the balance of 280 made shorter trips between intermediate points, There were 113,240 mi. flown, or 432,264 passenger mi, Begin to Assemble Super-Wal For Stout Line PHILADELPHIA (pa.)—One of the two Dornier Super-Wal 30-passenger all-metal flying boats, brought to this country by the Stout-D. & C. Air Lines, Inc., for use over the new Great Lakes run, is being assembled at the Naval Aircraft Factory here. Four Hornets will he used in each, Following assembly, the huge boats, which will be the largest commercial aircraft to be flown in this country, will be tested by Miguel Kryguin, Dornier pilot, before they are flown by way of the ‘Hudson River, Lake Champlain, and St. Lawrence River to Buffalo. Charles D. Williams, who has been in Friedrichshafen for some months for the Stout-D. & C. lines supervising construction of the boats and observing the tests of the Do.X, is in charge of the assembly here, with Hans Deyhle, Dornier factory mechanic, heading the foree of skilled workmen placed at the disposal of the company by Commander Ralph D. Weyerbacher, head of the Naval Aircraft Factory.’ Kryguin, fol- lowing the tests of the boats, will be retained as instructor. It is probable, Mr. Hoppin reports, that the boats will see most of their service this year along the Atlantic Coast, since the Great Lakes will be ‘open to navigation only a short time after the boats are assembled. [This is in reference to a proposed seaboard line to Miami—Ed.]

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450 E. B. Cole, Inc, Peoria, Ill, has leased a 160-acre tract 3 mi. from the business section for development as an airport. About 126 acres will be de- veloped at once according to plans de- signed by the Austin Company. Two runways will be laid out and a brick and steel heated hangar accommodating between 15 and 20 planes will be cor structed. It is hoped that the field may be dedicated by November 11. Western Air Express has bought 600 acres near the Pueblo (Colo.) Munic- ipal Airport for development as a june- tion point in the services operated by W.A.E, and Mid-Continent Air Ex- press, and associated companies, About $150,000 will be spent on the field and radio service, lighting and hangars will be provided. 'A land plane field is being built at the Naval Air Station at Squan- tum, near Quincy, Mass. A seaplane base is already in operation there, Start Mills Field Work __ Improvements costing $60,000 are be- ing started at Mills Field, San Francisco. ‘This includes resurfacing in front of the hangars, additional drainage facilities, relocation of flood lights and additional shop and office space. There have been applications for 60,000 sq.ft. of addi tional hangar space and five new hang- ars to meet this demand will be con- structed in the future. A new hangar has been completed at the Alliance (Neb.) Airport. A 2,000-acre site on Cabaret Island in the’ Mississippi River near Granite City, IIL, not far from St. Louis, is understood to be included in an airport development plan, The name of the party interested has not been announced. Western Air Express has selected Alva, Okla., as the site for an airport. The Quaker, Field Corporation is sponsoring a plan to develop a 300-acre airport in Philadelphia near the Llan- rich golf course six miles from City Hall. About 100 acres will be devel- oped. The project represents about $2,500,000, according to the backers, Plan Brownsville Improvements ‘The Mexican Aviation Company is Preparing to improve the Brownsville (Texas) Airport, having obtained a ten-year lease on the field from the Brownsville City Council. It is under- stood that two more large hangars will be built and another runway will be installed, making four hangars and three runways at the port. Additional drain ditches will be built and additional bea- con and boundary lights are to be in- stalled, Universal Air Lines has sold its service hangar at Wold-Chamberlain field to Northwest Airways, Inc., and will construct a new hangar joining its two other remaining structures, accord- ing to a joint announcement’ by Col. L. H. Brittin, vice-president and gen- eral manager of Northwest Airways and T. G, Williams, northwest division manager of Universal, The new hangar AIRPORT CONSTRUCTION PROJECTS being built by Universal will bridge the gap existing between the other two hangars and will make one large struc- ture for housing planes, 320x80 ft, The new unit will have a 100-ft. door facing the field. Cost of this and a machine shop being built in connection with it will be approximately $50,000. Work on landscaping the United States Air Lines, Inc., hangar at Cleveland Municipal Airport is pro- gressing under the direction of A. D. aylor, landscape architect, It is the first hangar on the field to be land- scaped. “Hedges, clinging vines, and red, white and blue flowers form the mode of treatment. A $25,000 hangar has been completed by the Hoosier airport in Indianapolis, ‘The hangar which is to be erected at Miami for the use of the Goodyear dit le this winter is being dismantled by the Florida Tron and Equipment Company. It will be transported from Key West, its present location, on lighters by’ the Port Everglades ‘Ter- minal Company. Curtiss Plans Miamt Hangar ‘The Curtiss Flying Service has noti- fied the Miami Municipal Aviation Board that plans for a $50,000. steel hangar at the Miami Municipal Airport have been completed. It will be of Span- ish architecture. East Coast Aircraft Sales Corporation has completed. its repair and service shops at Muller Field, Revere, Mass. The company’s stone and steel hangar at the Boston Airport will be completed in about two months. Announcement of a new 222-acre airport located approximately two mi. northeast of Clover Field, Santa Mon- ica, and to be opened to the public about December 1, has been made by Harold J. Barneson, president of the California Flying Club, which is de- veloping the port. Tt is said that the field will cost $2,000,000 complete and ill include a turfed landing field 3,600x 2,600 ft. with a 150x150 ft. clubhouse, private hangars, repair shops, sleeping: quarters, tennis and other club appoint- ments, The California Aviation Club has been organized with Harold J. Barneson as president ; George E. Read, vice-president, and Robert “Bob” Blair, technical supervisor. Airvia Continues Operations NEW. YORK (x.v,)—Airvia Trans- portation Corporation is continuing its fiying boat operations between this city and Boston, it is reported. Recently two financial agents of the concern were accused of using the mails to de- fraud investors to whom they offered aviation company stocks. Federal ac- tion taken, however, involves only these financial agents through the brokerage house with which they were connected and no action has been taken against the company itself. The line has been well patronized since its opening. AVIATION August 24, 1929 Contracts Awarded ‘The Bredouw-Hilliard Aeromotive Corporation, Municipal Airport, Kan- sas City, Mo., has let the contract for construction of 120x140 ft. building, to be used for hangar, shop and parts and supply department. The Aero Corporation of California, 9401 S. Western avenue, Los Angeles, Cal., “has let the contract for con- struction of 96x100 ft. hangar, with cement floor, to cost $9,500. The Los Angeles Metropolitan Air- port, Los Angeles, Cal., has let the contract for construction of two han- gars at a total cost of $20,000. Chattanooga, Tenn., has awarded the contract for construction of hangar and terminal buildings at its flying field, and the field is expected to be ready for opening by October 15. Abilene, Tex. has let the contract for construction of hangars and ter- minal building on its 250-acre Kin- solving Field, and will establish flood lights, etc., at a total cost of $50,000, to be’ spent within three months. ‘The contract has been awarded for construction of hangar and administra- tion building at the Municipal Airport, Medford, Ore. and will be completed within 90 days. Contracts have been let for improve- ments to Chandler Field, Fresno, Cal., a new field more accessible than the old one, which was 7 mi, from the ci Travel Group Gives Information CHICAGO = (111..)—Information _re- garding rates, schedules and facilities of all air lines, as well as insurance against casualties sustained while riding in any approved type of aircraft, and other services are offered to members of the newly-formed National Air Trav- elers Association which has its head- quarters here. Other features of the organization include a service for man- uiacturers and shippers who are inter- ested in information relating to the transportation of merchandise by plane, the investigation of new safety devices, and a general program intended to build up public confidence in air trans- portation, d Canada to Have Radio Beacons OTTAWA (canava)—Radio beacons will be adopted for the direction of air mail planes in the Canadian prairie prov- inces, according to a recent report, The planes will be equipped with the visual indicator—the device consist- ing of two small reeds set side by side, which will vary in the length showing if the plane is off its course, but appear exactly alike if the course is correct. ‘The first two stations for emitting the radio beacons will be established at Cordoba, Man., and Regina, Sask., ac- cording to present plans. Others ‘may be erected at Maple Creek, Sask,, and at Calgary, Alta. AVIATION August 24, 1929 May Link Lines In Central America WASHINGTON (p. c.)—Direct air mail connection between the western part of the United States and South America will be possible when the long- sought connecting link between the Mexican Aviation Company's lines in Mexico and the Pan American route ween Miami and Cristobal is estab- lished. Both these companies are operating units for the Aviation Corpo- ration of the Americas but their lines, though lying close to each other, up to the present do not connect. A survey party is seeking the best route between the Tapachula, the Mexi: can Aviation Company’s terminal in Yucatan, and Guatemala City, where Pan American planes call on their schedule, This would be an all-land route, At present the Mexican company is carrying American mail between Brownsville and Mexico City_and be- tween Brownsville and Vera Cruz. It has a Mexican mail concession for the extension of the latter line through Mimititlan and Tutla to Tapachula, Work on the propdsed connection is being pushed but it has not been re- ported whether or not advertising for bids will be involved, although it is planned to extend the American mail concession over this new route. The survey is understood to be under the auspices of the Post Office Depart- ment which has encouraged efforts of American airpline interests abroad. Change Schedule to Canada MINNEAPOLIS (saww.)—Canadian- ‘American Airlines, .Inc., operating a daily passenger service’ between the ‘Twin Cities and Winnipeg since July 22, has changed its schedule. The planes take off from the terminals—St. Paul and Winnipeg—at 8 a.m, and arrive at St, Paul at 1:45 and at Winnipeg at instead of departing at 1 p.m, and arriving at 5:20 p.m., as heretofore. Schedule Changed On Stout’s Two Lines DETROIT (ancx.)—The following changes in schedule have been an- nounced by Stout Air Services, Inc. operators of Detroit-Chicago, and De- troit-Cleveland passenger lines. ‘On the Detroit-Cleveland line the morning plane will leave Ford Airport at 10:30 am, arriving at Cleveland at 11:45 am, The west-bound ship will leave Cleveland at 4:45 p.m. and arrive in Detroit at 6 p.m. The west-bound morning plane will leaye Cleveland at 10 am. instead of 8:45 am, arriving in Detroit at 11:15 am. On the Detroit-Chicago line the morn- ing plane will leave Ford airport at 9:15 am, arriving in Chicago at 12:05 p.m., and the east-bound plane will leave Chicago at 10:15 a.m, arriving in De- troit at 12:45 pm.’ The aiternoon schedule is unchanged, planes leaving both Chicago and Detroit at 4 p.m. New Hexagonal Hangar For Western Air Express Tus unique hangar recently was completed at the Los Angeles Metropolitan Airport for the use of Western Air Express. It is so arranged that. si tri-engined transports may be serviced simultaneously. Each of the six ‘sides’ has a door through which planes are drawn backwards. Another feature is the sloping floor which facilitates evacuation of the building in case of fire. 451 Varney Gets Contracts For New Mail Services PORTLAND (ore.)—Expectation that the Seattle-Pasco, Wash., Portland- Pasco and Spokane-Pasco air mail services, contracts for which were awarded to Varney Air Lines by the Post Office Department on August 16, would get into operation by September 1, has been expressed here by Hal E, Nourse, local Varney representative. Varney's bid was only $.09 per Ib., the next lowest proposal being $.74 per Ib., made by Robert E. Smith of Portland, ‘The low Varney proffer was made pos- sible by the fact that the line now op- erates the Pasco-Salt Lake City line (opened April 6, 1926) for which it receives $3 per Ib. Mail carried by the new extensions will augment the loads now carried. In anticipation of getting the contract the Varney line has been training pilots and mechanics for some time, utilizing them during vacation periods of the regular crews. Personnel for the new service is ready to start, Using Stearman Planes ‘The only possible interference in the plan for an early start, so far as the contractor is concerned ‘is flying equip- ment. The company now has six Wright Cyclone-powered Stearman mail planes and five Whirlwind Stearmans, - It uses four a day on the Pasco-Salt Lake run, A new fleet of Cyclone- powered planes will be purchased, ‘The Varney office said the Seattle- Pasco line would be operated by way of Portland and the Columbia gorge, rather than directly across the Cascade’ Moun- tains. This will enable the line to use the new lighted airway between Seattle and Portland and the Columbia River canyon through the mountains. The contract gave the operator the privilege of the two choices of route. Ten emergency landing fields on the Portland-Pasco-Spokane airway have been chosen but their names cannot be given out yet because negotiations for the property have not been closed, ac- cording to S. S. Boggs, airways exten- sion superintendent for the Aeronautics Branch, Sites for beacons have not been selected but the survey for them is going ahead, ‘The new contracts call for twice daily operations. The company plans to in- augurate the first regular night service between Portland and Seattle with the start of its new undertaking. Night y- ing between Portland and Spokane and Pasco will be started as soon as beacons are in operation. Bids are to be called soon on con- struction of a hangar at the Port of Portland airport to house Varney planes. S.A.F.E. Installs Electric Pumps OKLAHOMA CITY (oxta.)—South- west Air Fast Express has installed new electric gasoline pumps and tanks here and at other points on its line which permit pumping of 40 gal. of gas per minute.

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452 AVIATION August 24, 1929 FOREIGN ACTIVITIES cht = Italy Arranges Price Scale for Port Services ROME (1taty)—The Italian Govern- ment is giving considerable attention to the matter of encouraging private plane operation throughout the country. A system of airport services and’ rates made available for domestic and foreign aircraft have been announced and are reported through the United States con- sulate as follows: Charges for ground services in con- nection with the landing and departure of planes are assessed according to the following schedules: saStdo hp ats, UOOctoo eb. Peat Bp dit diets hp. 3142, 5466-200. hp. S825} 30-450 np. $1:58, "430-600 hp. $1.88, Over 600 hp. $2.52 These charges are in effect from sun- rise to sunset and are subject to a 50 per cent increase for service during the night or if, at the discretion of the direc- tor of the airport, artificial illumination is necessary. If a plane after departure is forced to land again within 15 min, and the second departure is effected within 45 min,, there is no charge for services in connection with the second departure. If a plane lands and departs the same day the total fee is reduced 50 per cent, (b) Airplanes owned by. private indlvi- uals or companies and making frequent oF Popularlandinas wf one sirpont=op t 50 np Hp boston tp 398 360°K80 nn, Bt Bb np § is np, $283, 850-300 hp Si." Bode np, B06, 48-800" hp. 3 Sver 600 hp. $180. (e) Airplanes whose owners rent hangars or other quarters atthe alrport and which are served by their own personnel~Up to 50 hp. $13, 90-100 hp.” $.13. 100-10 hp. $.26, 150-300 "hp. 3.37, 200-250 ip, $42, Bb0r300 hp. $.50, "60-450 np. $63, 48 over 600 hp. $1.12. Ground service for planes in these last two categories is paid for monthly with a minimum charge for six landings and six departures regardless of whether or not these are made, All government planes are accorded service free of charge, as are other planes owned by ceitain passenger airlines which have agreements with the government allow- ing them free use of the airports. Ground service charges are also waived for private owners, who house their planes at the field, when trial flights are made, provided that such flights do not extend over the boundaries of the field and are made without passengers. At some airports there are hangars available on a monthly basis with a minimum rental period of three months. Rentals are figured at about $.02 per cum. per month, the maximum dimen- sions of the plane being the basis for determining the space rented. The rate for renting space in a linen hangar is one-third less per month. ‘The ministry also considers applica- tions from private persons or companies for permission to construct at airports such hangars, barracks, repair shops or other buildings necessary for aviation activities, providing space is available and such concessions, if granted, will not interfere with normal governmental activities. Rentals for such purposes are made for a minimum ‘period of six months and are calculated at the rate of about $01 per sq.m. per month. Each application is considered separately and on its own merits, Landing fees for planes of less than 300 hp. include the services of an en- gine specialist and one mechanic, and for planes of more than 300 hp. ‘serv- ices of an engine specialist and two mechanics. Hangar rental entitles the plane owner to the same services and also to assistance of the field force in placing the plane in the hangar and to taking it out and to illumination within the hangar if such is necessary for re- pair or other work. Foreign Craft Admitted Airplanes of foreign registration land- ing at an Italian airport and with the intention of departing for some destina- tion outside of Italy are admitted with accessories or supplies necessary for such a flight under the provisions of temporary importation. With reference to customs laws, planes which bring merchandise from abroad and land out- ide of customs airports without mak- ing the proper declaration are subject to confiscation as are those which at- tempt to leave the country without com- plying with the required formalities. Fuel, lubricants and other necessary sup- plies which are carried by airplanes en- tering Italy are exempt from payment of duty and municipal taxes, if such supplies are necessary for the continua- tion of a flight. Planes which bear foreign registra tion in countries with which Italy has air treaties are also allowed free cir- culation over Italian territory without making application to the authorities for permission if they are in possession of the documents listed, whether these docu- ments are issued by the Italian govern- ment or by the government with which the plane is registered. Planes regis- tered in countries other than those cluded in Italy's reciprocal treaties must apply for permission for free circulation before entering the country. ‘There are thirteen zones which are strictly closed to all planes except Italian military and naval machines. The largest of these extends along the entire northern frontier of Italy, from the Mediterranean to the Adriatic, and is approximately 700 mi, in length and varies from 30 to 60 mi, in width: English And French Confer on Airlines LONDON (en —A_ conference between French and English air heads, which promises to have considerable influence on the future development of air lines in Europe and Africa, was held recently here. M. Laurent Eynac, French Air Minister, attended with M. Camerman, Director’ of Civil Aviation in France, and Lieutenants Bos and Pequeur, ‘England was represented by Lord Thompson, Secretary of State for Air, and Sir Sefton Brancker. According to best reports, the confer- ence, while dealing with general points of co-operation, dealt specifically with some form of co-operation between the proposed England-Cairo line and the line now being organized across the Sahara and the Belgian Congo to Mada- gascar, which the French and Belgian officials are promoting. There was dis- cussed, also, the matter of co-operation between the proposed French route along the Mediterranean Sea to Pales- tine and Bagdad with the present line operated by Imperial Airways by way of Cairo and Bagdad. The proposed French line is to extend to Indo-China, The third item said to have been included in the discussion was that of possible co-operation in the operation of the line the French now are running between Paris and Buenos Aires, South America, At present, planes are op- erated from Paris to Dakar, on the west coast of Africa, Mails are trans- ported by despatch boats to Port Natal, Brazil, and then flown to Buenos Aires. It is declared in certain quarters that this conference follows a widely shared apprehension throughout England that this country may be left out of impor- tant inter-continental_air traffic lanes. ‘A. possible French-German combina- tion has been alluded to. A_ten- dency has been seen for some of the important trunk air routes between Europe and the United States and South America being organized by way of the ‘Azores and other points south of Eng- land and thus cutting England off al- most entirely from direct’ communica tion by air. In regard to Europe-South America airline projects it may be recalled that the German Luft Hansa is experiment- ing now with three Rohrbach flying boats to be operated between Portugal or Spain and South America, Twenty-Five Finish Tour ORLY (rrance)—Twenty-five of the 46 starters in the International Light Plane Tour of Europe finished here ‘August 14, Winners of the tour are to be announced later. AVIATION 41 August 24, 1929 AN ODEN LETTER TO THE INDUSTRY PLEASE ADDRESS ALL COMMUNICATIONS TO THE COMPANY RATHER THAN TO INDIVIDUALS SZEKELY AIRCRAFT axp ENGINE COMPANY HOLLAND, MICH. National Air Races And Aeronautical Exposition Cleveland — 1929 Airwise: The organization of this Company by Mr. 0. E. Szekely after eighteen years in the field of engineering research, including ten years of successful business administration, is the culmination of ‘an ambition of long standing. It is our principle to build the finest aircraft and engines in the small class field and to sell these products through well established, capable, and reliable dealers who are able to render proper service. Our exhibit at the show includes the Flying Dutchman—single place low wing monoplane—suitable for advance instruction or for sport use, and the SR-5 and SR-5 motors. We would be appreciative of your visiting this exhibit and discussing with the representatives,the sales and advertising plan through which it will be possible for you to make money with this Company's products, either in the operative field or sales field, or both. It costs nothing to talk over a good idea and we are ready to discuss our part with anyone who is earnestly interested in a sound business proposition. Very truly yours, SZEKELY AIRCRAFT AND ENGINE COMPANY Sock Wwtatalen Jack Whitaker oWsMD Vice President At the Cleveland Show First space to right of Main Entrance eee

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AVIATION AVIATION ° August 24, 1920 August 24, 1929 EARS FROM NOW”

* THOUSANDS OF DOLLARS WILL BE BID FOR OPPORTUNITIES SUCH AS THIS.

To a limited number of men of standing, possessing a reasonable amount of capital, Colonial Flying Service offers agencies in New York State and New England for the following planes:— ~ Fleet, Fairchild, Challenger, Pitcairn, and Standard «« FLEET—Model 1. Price $5,485 F.A.F. =Model 2. Price $4,985. F.A.F. A recent commercial development of the Consolidated Training Plane used by the Army, Navy and Marine Corps. A splendid student instruction ship with dual control—powered with a Warner "Scarab" 110 H. P. or a Kinner 100 H.P. motor « CHALLENGER—Model KR 21A. Price $4,685 F.A.F. A tapered wing two place plane for the private owner who wants a small, fast sport ship. Dual control—very maneu- verable—powered with a Kinner 100 H.P. motor « CHALLENGER—Model KR 34A. Price $6,575 F.A.F. An ideal three place open plane with dual control, suitable for cross country flying. Powered with a Wright J6-165 H.P. motor. Plenty of speed—brakes for ‘| ground control—economical to operate « PITCAIRN—Sport Mailwing. Price $8,500 F.A.F. The last word in design refinement and sturdy construction. Especially built for Air Mail operation. A three place, open plane with dual control—powered with a Wright J5- 225 H.P. motor. Very fast, 145 M.P.H. with N.A.C.A. cowling—brakes for ground control « FAIRCHILD—Model 71. Price $18,900 F.A.F. A cabin plane accommodating a pilot and six passengers. Ideal for charter operation and for business concerns requiring air transportation, Powered with a Pratt & Whitney Wasp 425 H.P. motor . STANDARD— Model D-25.Price $9,750. A five place open plane—designed for passenger hopping from all types of fields—exceptionally high load capacity—quick take-off and low landing speed. Removable dual control—powered with a Wright J5-225 H.P. motor—brakes for ground control . The market for the sale of planes divides itself into: 1. Training schools and student flyers, 2. Business organizations for commercial use, 3. Private owners for sport and personal transportation, and 4. Operators for charter service and passenger hopping. The range of planes for which Colonial offers franchises is varied as to price and type so as to meet all demands of the market . Colonial franchises cover the sale of ships and all equip ment pertaining to their operation and mainte- FLYING SCHOOLS nance. Affiliation with established flying fields can be arranged . A Colonial franchise offers an immediate opportunity for a small volume, profitable business. If you are interested in this business of aviation, write for territories avail- able and conditions for securing a franchise. Colonial is identified with the earliest operation of the Air Mail, as Contract Air Mail Route 1, New York, Hartford, Boston—Foreign Air Mail Route 1, New York, Albany, Montreal—Contract Air Mail Route 20, Albany, Rochester, Buffalo, Cleveland —are all operated by Colonial Companies « Passenger Transport Lines, on regular schedules between New York City and Boston, New York and F LYING SERVICE, | NC. Montreal, and from Buffalo to Toronto are also a part of the Colonial System + Colonial Flying 270 MADISON AVENUE

TIVW IV i « O° a a Zz < ied F

SALES & SERVICE Schools are maintained in New York State and New England « From this well-rounded experience Colonial has selected the planes for which agencies are being offered. NEW YORK CITY

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WARNER SCARAB LE BLOND 60-90 ‘WRIGHT CYCLONE-WHIRLWIND AVIATION August 24, 1929 Techs ATOR Clireraft Cngine. (Perks CURTISS CHALLENGER i All Parts Made to WWetetbetaatha sae Specifications 1200 Oakman Bo DETROIT AVIATION, August 24, 1929 iW FLIGHT TAXING FOR TAKE OFF Pito i) Sa Mp iy bute “ey Ohe Log ofthe ‘HE SERVIS RECORDER is a small and very simple device which automatically makes travel and engine records on a chart 6 inches in diameter, such as the one above. It gives you daily every movement of the plane in the air and on the ground. It is 7in diameter, weighs 2 pounds, costs only $32.50 and can be attached in a few moments time to any part of the cockpit or cabin. pletely self-contained unit operated by its clock mechanism and by the side sway and vibration of the plane. It is not con- nected up with the motor in any way. = Se Stee co creas TR RR pidttiituhutin 0" MLA RAN Told by the Servis Recorder nite many years of use in travel recording. The SERVIS RECORDER is a com- ServiS RECORDER motor trucks, The mechanism is sturdy $32.50 45 PLANE ON GROUND) ‘SHORT HOP TAXI TO HANGAR. RSS SS Day’s Flight- Each day a fresh chart is put in. At the end of the day the chart comes out bearing a complete and accurate story of the day's flight. In other words, the plane “writes” its own log. These charts are invaluable as log book records and for use by the accounting department. The SERVIS RECORDER has been proved by Over 50,000 are now in daily service on and mistake-proof and will give years of uninterrupted service. The coupon be- low is for your convenience. THE SERVICE RECORDER COMPANY, CLEVELAND, U. S. A. If you cannot visit the Servis Recorder Exhibit at Booth 137, The | THE SERVICE RECORDER COMPANY, 456 Hanna Bidg., Cleveland, Ohio: Please ship us one SERVIS RECORDER complete with 100 Charts, National Aeronautical 1 Please send us more information on the Servis Recorder. Exposition, Cleveland, complete information. Attention of mail this coupon for oe I | Address,

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46, AVIATION August 24, 1929 New standards of sport and training plane performance Stability and safety You don’t know what truly up to date sport and training plane performance can be until you have seen and flown the new Arrow Sport Pursuit. Kinner powered for 110 easy miles per hour and more... . cruises at 95... handles with the ease and steadiness which have made the Arrow Sport a byword among pilots for quick maneuverability and remarkable stability. America’s Finest Sport and Training Plane AVIATION 7 August 24, 1929 From nose to tail skid the Arrow Sport is built with a ruggedness far in excess of Department of Commerce requirements. Pound for pound there is no sturdiership in the air—nor a safer ship for training and all around sport flying. Safer because of its structural strength. . . its proven stability . . . and the low landing speed and fast climb which take it safely in and out of the smallest fields. Arrow Sport refinements include wide landing gear built for the shocks of stu- dent landings and rough fields. . . taper wing of full cantilever design for ma- neuverability and strength...two in- dependent and positive acting control systems with either stick removable... self aligning babbitt lined bearings for control rods . , . the comfort of a big, roomy cockpit with ample legroomand removable cushions to permit the use of pack ‘chutes. Sufe lanl pik on manly ie ad esky landing TN aprieg a sh ts sa He AOL lemang rar, ‘The Arrow Sport franchise offers The Arrow Sport 60— ‘The Arrow Sport 90 (Le Blond motors) —The Arrow Sport Parsuit (Kinner motor) in a price range from $3485 to $4565. Backed by a factory with unexcelled resources and a production of 3 ships a day, it provides remarkable oppor- ‘tunities for qualified dealers and distributors in a few terri- tories still available. See the Arrow Sportat the Cleveland show or wire for details of the liberal Arrow Sport franchise. Comfortable room for to in the sell protected cockpit, Specifications: wpa ine 25 4 wr bang 1S ing arca 178 sa. fe: i: prot weight witht fag ibe per sq. fez safety factor 8 tol. esormance: Top seed—0 mp, hz Crsting sped 95m. pbs take off150 landing speed 40m, pci (rw minute) 1200 fe “rvs ceiling 14000 ee peter il premure gauge, cogine thermometer, gat ‘Stbeanoe, chokes three od psidon cocceh ashton Nghia loner conten Price 84.565 Fhaway ARROW AIRCRAFT AND Morors CoRPORATION Havelock, Nebraska Bie celal roel Se aes Taper wing for =

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48 AVIATION August 24, 1929 Crisis of the air DEPEND ON EXIDES These Reliable Batteries specially designed to meet rigid demands of flying service ILOTS of every sort of aircraft... . from tiny pursuit planes to greatair liners... have found that Exide Aircraft Batteries do their jobs faith- fully, steadily, dependably under any conditions. That's why Exides are the airman’s choice. He knows from experience what they can do... he knows he can rely on them at all times. Exide the product of forty-one years’ experience in build- ing batteries for every purpose. Engineers have studied the duties of batteries in flying service. ‘And Exides are specially designed to meet any and all rigid air requirements. Exides are light in weight, sturdy in con- struction, and always dependable. For starting and ignition current . . . for navigation and landing lights . . . for radio power . . . Exide Aircraft Batteries are designed to give maximum service with minimum weight. Write for full information on the vari- ous types and their applica- Exide Aircraft Batteries ace AIRCRAFT BATTERIES tions. Visit the Exide Booth No. 141 at National Air Races and Exposition, Cleveland THE ELECTRIC STORAGE BATTERY COMPANY, Philadelphia Exide Batteries of Canada, Limited, Toronto AVIATION August 24, 1929 r this pledge nevete ee POWER This Pratt & Whitney trademark is con- spicuous upon every “Wasp” and “Hornet” engine. It is a pledge of dependable flying power. Look for it when you travel by air. Experienced pilots will tell you this trademark represents millions of safe, comfortable and swift miles through the skyways of the world with passengers, mails and merchandise. ‘They will explain that it typifies abun- dant power to maintain exacting schedules night and day even under the most diffi cult conditions. They will point out that engines bearing this insignia hold more than twice as many records of “utmost performance” as are accredited to the products of any other American manufacturer. You, as a patron of aerial transportation, are surely wise to rely upon the experience of these experts... You are wise to journey always with the finest power equipment known to modern aeronautics. PRATT & WHITNEY AIRCRAFT CO HARTFORD +--+ CONNECTICUT 49 DIVISION OF THE UNITED AIRCRAFT AND TRANSPORT CORPORATION Be gure gnd se Prat & Whitey's ‘he Clvlend shown spot nme ‘ber139-30, Cleveland Auditorium, Wasp & Hornet * Be sure and see Pratt & Whitney's NGINE § 4422: ber125-30, Cleveland Auditor Manufactured in Canada by The Canadian Pratt & Whitney Aircraft Co., Led., Longueil, Quebec; in Continental Europe by the Bavarian Motor Works, Munich

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50 AVIATION, August 24, 1929 Ge New BELLANCA ‘Picemaker ‘= AVIATION 51 August 24, 1929 The New BELLANCA Pacemaker six-place cabin monoplane powered with 300 b.p. Wright Whirlwind Nines recognize aircraft excellence—the new Bellanca Pacemaker lays honest claim to the title’*America's finest airplane." The Pacemaker is a standardized line- production plane representing all the exclusive principles of Bellanca design, with a refinement of detail and atten- tion to presentday requirements, which once more places the Bellanca far ahead of its competitors. Here are the new features: Wide, sturdy landing gear Fe strong and beautiful—built for those who can with oleo shock absorbers. Deeply upholstered individual The Bellen Seaplane (CH), poor lots’ chairs and passengers’ seats, steel framed. Alemite- 5 ee eet le lubricated controls, mechanically and aerodynamically finger-light in operation. Bellanca’s incomparable cabin coach-work in new hard-wearing materials with the beauty and lustre of silk velvet. Wide-opening doors. Bacellent cabin ventilation. Automobile type lift-up cowling. Large baggage compartment. And many other improvements for convenience, economy, and longer service either in airline, private, or industrial operation. Be sure to sce the Bellanca Pacemaker at the National Air Races in Cleveland. Bellanca Aircraft Corporation, New Castle, Delaware. Pacemaker Specifications : Structural strength 12% in excess of Dept. of ‘Commerce requirements, Dual control. High speed, 145 m. p.h. Cruising speed, 122 m. ph. Landing sped 48 mph. Climb at se level 2100 ft. pet min. Pilot and payload, 1,230 Ibs. The Bellanca CH 300 remains The New Bellanca Pacomatar. SS Buile under Dept. of Commerce Approved Type Certificate No. 129 in production asa seaplane; it performs a «high sped of 130m. p. and cruising speed of 110 she payload Eaton 21250 tbs, BELLANCA

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52 | anwar beacon Towers U.S. Dept. RADIO BEACON TOWERS TAT. CEILING LIGHT and WIND CONE TOWERS Port Columbus BOUNDARY UuGHT SUPPORT ‘CURVED ROOF STEEL HANGAR THE INTERNATIONAL DERRICK & EQUIPMENT COMPANY AVIATION August 24, 1929 TRANSCONTINENTAL AIR TRANSPORT, INC. Sar Sr. Louis, Mo. day 10, 199 90% of the World's Lighted Airways are using IDECO Beacon Towers Years of specialization have given us an ex- perience in building airway and airport equip- ment unequaled by any organization in the world. IDECO equipment is used by the U. S. Army, Navy, Department of Commerce; The Transconti- nental Air Transport Inc; The Texas Air Transport and by many Municipal and private airports. Call or write our nearest branch, we will gladly give you the benefit of our experience in meeting your requirements. COLUMBUS, OHIO New York Detroit’ = Wichita. «Tulsa LOS ANGELES, CALIF. Ft. Worth Houston Shreveport Denver Maracaibo, Venezuela AVIATION 33 August 24, 1929 B.G.Spark Plugs Triumph Again! No one ever asked more of spark plugs than did Dale Jackson and Forest O’Brine when they set the world’s endurance record at 420 hrs., 20 min., 31 sec., in their B. G. equipped Challenger powered Curtiss-Robin plane. During this gruelling test B. G. Spark Plugs functioned 100 per cent. B. G. Mica Aviation Spark Plugs are original equipment on these aircraft engines Prt i a ae Le Whirlwind Serie?” and “Clon Packard Lycoming Continental Bliss “Jupiter” Kinner Hess, “Warrior” American “Cirrus” 12” and “Conqueror.” Contractors to U. S. Government Air Service The 136 WEST 52nd STREET Corporation NEW YORK, N. Y.

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AVIATION August 24, 1929 INSURANCE 44 PROTECTION facts about B. & B. Service Established 1922, reducing insurance rates by approximately 25%, raising limits of indemnities and broadening forms of insur- ance protection. FIRST to supply, in 1922, comprehensive aviation insurance under an all-American combination policy form, than which no broader form exists today. FIRST to construct and supply aviation finance insurance, dealers’ and manufacturers’ blanket policies, airport and airmeet liability policies, and policies covering beyond the United States. FOREMOST in constructing and supplying, at a moment's notice, special forms of coverage to suit unique requirements. ALONE in operating on a non-pool basis maintaining an open mar- ket through which responsible insurance companies may operate independently. ALONE in maintaining an engineering and advisory service cover- ing the entire country and serving all interests. ALONE in having developed a world-wide organization whereby American exporters of aircraft may secure adequate insurance and in addition, foreign local engineering and advisory service. ALONE in having paid more aviation claims than all other aviation insurance organizations. ALONE in being favored with the major part of all available avia- tion insurance business. Policies have een supplied, among others, to:— Federal and State Governments, Boeing Air ‘Transport, Colonial Air Transport, Colonial Western Airways, National Air Transport, Western Air Express, Northwest Airways, Walter T. Varney, Inc., Universal Aviation Corp., Stout Air Services, Philadelphia Rapid Transit, Boston Airport Corp., American Railway Express, Ford Motor Company, Fair- child Flying Corp., Piteairn Aviation, Inc., Standard Oil Companies of New York, New Jersey, Loui leum Gorp., Tidewater Oil Company, United Cigars Stores, Inc., Royal Typewriter C + and other race meetings, Uni: Picture Corp., Fox Film Corp.. Bellanca Aircraft Corp., Chance Vought Corp.. Lockheed Aircraft Corp., Moth Air- craft Corp., Pratt & Whitney, Sikorsky Avia- tion Corp., Stinson Aireraft Corp., Thomp- son Aeronautical Corp., Goodyear Tire & Rubber Company, International Telephone & Telegraph Company, Radiomarine Cor- poration of America, Westinghouse Electric & Mfg. Company, California Standard Finance. Corp., Commercial Investment ‘Trust, Canadian Transcontinental Airway Ltd., Western Canada Airways, Ltd., S. C. A. B. T. A. of Colombia, S. A., Andian National Corporation of Colombia, 5. A., Maddux Air Lines, Transcontinental Air Transport, The Daniel Guggenheim Fund for the Promo- tion of Aeronautics, North American News- Paper Alliance, United Aviatio United Aircraft & Transport Corp. Corporation of America, Bell Telephone Laboratories, Aero Corporation of Califor. nia, Texas Air Transport, New York and Buenos Aires Air Lines, and many others, including Col. Charles’A. Lindbergh, Sir Hubert Wilkins, Anthony Fokker, Lady Mary Heath, Miss Amelia Earhart, and other leaders in aviation. AVIATION Jugust 24, 1929 55 ike a squad of West Pointers on dress parade! The modern plane like the modern car adopts colors alert as the flight com- mander. i) But, meeting all weather conditions from biting sleet, scorching winds and driving rain, today’s air- craft must have colors of stamina that stand the gaff—true flying colors. They have to maintain their lustrous style and long distance visibility day in and day out. Sherwin-Williams studied the aircraft finish problem with customary thorough- ness. Ascertained what was needed by the industry. Flight tests decided what went into S-W Aéro Finishes. Able color- ists backed by unsurpassed research facil ities focused their entire efforts on dur- n dress parade Airplane Metal Primers, Non-Cracking Lacquers, Anti-Corrosive Tube Coating, Clear and Semi- Pigment Dopes. High grade solvents are used, the most lasting pigments from our mills. Pure Oils. New Cottons. For all inside and outside surfaces, for metal, wood and fabric there is a specific S-W finish. Write us for the new handbook Airplane Finishing Specifications. It covers the finishing problem clearly, concisely. Gives full information on color combinations and contrasts in fast-to-light colors and their application as only 60 years of experience in the finishing business could. Tite SHERWIN-Wittiams Co. Cleveland, O1 Dept. 701, 601 Canal Road, N. W., Cleveland, Ohio Gentlemen: The foregoing facts are the result of maintaining consistently over a long period of years B. & B. SERVICE, STABILITY AND SECURITY apie ent : fe Pease send mo your Airplane Finishing Speciaeations able, non-cracking finishes with no sacri- oak ‘ = fice of color and smooth luster. Brilliant success was the result. Vame.s Businees Title Address Informative prospectus AV on request city... = States... ‘The S-W line of Aéro Finishes includes SHERWIN- Wiioans AERO FINISHES For Planes, Hangars and Equipment BARBER & BALDWIN, Inc. Est.1922 A New York Corporation Underwriting Agents for leading American Insur- ance Companies and all-American Reinsurers. CHANIN BUILDING 422 East 42nd St. ‘Telephone: Lexington 4316-7-8 ' on NEW YORK Cablegrams: Avbar, New York

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56 AVIATION August 24, 1929 DISTRIBUTORS CALIFORNIA Porter-Hughes Aircraft Clover Field, Santa’ Monica IN THE NORTHWEST Mamer Flying Service Spokane, Washington ono Johnson Flying Service ‘Dayton, Ohio ‘MASSACHUSETTS Wetmore-Savage Aircraft ‘Corporation Bostony Massachusetts EASTERN CANADA National Air Transporta- tion, Lid. ‘Torontd, Ontario MANITOB. SARATCHEW AN. Chery Re Air ir ines, La Ra ACH new plane that takes the progressive industry in many fields. air is an added responsibility for Buhl planes today carry far more the manufacturer... the conscien- __ than the name alone—they preserve tlous manufacturer ...the manufac _the priceless heritage of almost a cen- turer who expects to stay in business _ tury of manufacturing leadership and and be a real power in the industry integrity. That, too, is a responsibility tomorrow as well as today. One of which cannot be ignored. This same the first laws of the Buhl Aircraft sense of responsibility is preserved Company is that responsibility starts _in all the relations of the Buhl Air- —not ends—on delivery. A wide craft Co.—with its customers, with spread dealer organization maintains its sources of supply, with its com- constant supervision of all Buhl _ petitors in the industry, and with planes in operation. Factory service the members of its own organiza- and cooperation is always prompt, _tion and its distributors. A Buhl courteous and efficient. Buhl has _ franchise is a profitable franchise, learned what responsibility means because it is founded upon a sound through the 96 years during which basis. Write today for catalogs or Let name has been identified with details of our attractive dealer plan. Bot Golans ou staxpanw SY BUM c4rcraft Company MARYSVILLE, MICHIGAN Built to Meet Demand fora Better Abptne The principal reward of an aircraft build- er's success in this time of keen competition is the satisfaction of having owners who testify with enthusiasm to the dependability of an airplane under all conditions. This reward has been enjoyed by Spartan ever since the present Spartan C-3 has been in production. Spartan had a modest beginning in a modest factory building. Rapidly it became recog- nized that in Spartan were distinctive qualities of design; outstanding safety factors; superior construction principles; expert and finished workmanship. And asa resultgrew the Spar- tan reputation for building better airplanes. Now the Spartan factory covers two acres, Spartan factory employees’ number well over a hundred persons and Spartan representatives may be found in many of the principal cities of America. Spartan Aircraft Company is confident that its policy of steady, regular production has firmly associated the name Spartan with the highest ideals of quality in ane rather than in quantity produced. SPARTAN AIRCRAFT COMPANY TULSA, OKLAHOMA

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AVIATION 59 August 24, 1929 AIR MAIL PILOTS A N SPORTS FLIERS COMMERCIAL PILOTS PLANE MANUFACTURERS AIR TRANSPORT OPERATORS AIRLINE PASSENGERS AERIAL PHOTOGRAPHERS TEST PILOTS ..and all sponsors of safety in flying The Spartan C-3 Wright powered with the Wright J-6 150 h.p. motor Maintaining leadership in design and in- flexible standards of workmanship, Spartan Aircraft Company adds toits line the Spartan C3 powered with the Wright J-6. Nowa famous plane and a famous motor provide a combination which cannot fail in its appeal to all who recognize and appreciate correct bal- ance between an airplane and its power plant. The Spartan C-3 Wright is destined to make new Spartan history on the airways. It retains all the supreme qualities of Spartan design — riding comfort, stability, constant reliability — qualities synonymous with the name Spartan. To those acquainted with the Spartan pledge and policy this new plane needs no recommendation except that it has been rigorously and scientifically tested and proclaimed by engineers. credit to its name. The Spartan is a distinctly superior air- plane because in the Spartan organization there is a spirit of high obligation to the ultimate owner. Production goes forward steadily and at a pace that strives for quality rather than quantity. There has never been a Spartan structural failure. SPARTAN AIRCRAFT COMPANY TULSA ++ OKLAHOMA eee ees BUILT TO STAY SAFE AIR MINDED | AMERICA _ ¥ HAILS THIS NEW SAFETY INSTRUMENT Ame «the first dimension in light... has atlastbecome an accurately known quantity. Level fight, the safety and econ- omy factor in the straight fying required 16 shorten the time and distance between point, is now possible under all conditions. The Paulin Level Flight and Altitude Indicator is a new yet perfected navigation instrument. The pilot ets his desired altitude of flight before taking off, or upon passing over certain points, on the face of the instrument. When heist that elevation the balance marks oin- cide, When he noses above ot below the set altitude ... even a few 1... the luminous balance indicator immediately registers the change, Guesswork and instinct are obsolete. Constant accurate knowledge of actual altitude is as important in clear weather as in darkness or obscure weather. Captain Hawks, Parker Cramer, Captain Kingsford-Smith and other famous fyers praise the Paulin altimeter. As air traffic increases, altitude will determine air lanes over established courses. The Paulin Level Flight and Altitude Indicator has been developed to make these air lanes safe. An inter- esting and detailed description of this instrument and its uses will be sent to all who write: The American Paulin System, Inc., 1220 Maple Avenue, Los Angeles, Calif., or (Eastern Office) 55 West Forty-second Street, New York City. Or mail the coupon below. Stulin.Si ystem LEVEL FLIGHT AND ALTITUDE INDICATOR BeLow ayy) AOUSANDS/ ae) The Paatin Level Flight ond Made Indi i cay indalled with ha choot ‘sirument, weighing only 5 ounce. Unafeted by vibre. ion. Luminous dite with lege figures make is easy 0 ead. Three instruments in aan Map Aves Los Ane Calor 35 Wea Pheae vend me complete descipive iterate of the Paulin Leel Flight and Alvivde lndcator and its we. Adres.

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Safety in Training—Speed in Transportation DEPENDABILITY at all Times 'HE MERE SELLING of a plane is NOT ENOUGH. Many times the sale depends upon instruction; often a sale is made to a newly qualified pilot. The dealer’s problem is to sell the plane which will afford the quickest instruction and at the same time assure the new pilot of the highest degree of personal safety. And again, to sell for transportation means the selling of speedy miles, ease of handling, and low cost of operation. BIRD dealers are satisfied that these planes embrace the features of ALL THAT CAN BE DESIRED IN THE FINEST OF AIRCRAFT. AVIATION tugust 24, 1929 » al ra * ~ . Chrome molydenum tubing throughout. . Inherent stability perfected to a degree which allows fool-proof student training. . Dual control with front unit quickly de- tachable for passager carrying. Perfection in aileron design. . Wing design perfected aerodynamic- ally to a degree which permits perform- ance comparable to slotted wings. Landing gear of split axle type with com- bination oleo and rubbershock absorbers. |. Metal turtle deck from front to rear allowing internal inspection. /hy they suit the FLYER! HEN a BIRD pilot gives her the throttle he knows that he can OUTSPEED any other ship of the same horsepower. When he hovers over a small field he knows that he can LAND SAFELY—and GET AWAY with EASE. When he takes a passenger—whether for hire or as a guest—he knows that his passenger is afforded the HIGHEST DEGREE OF SAFETY. When he lands in a strange field he need not apologize for his plane, because he knows that he has just brought in the GREATEST PERFORMER PER HORSEPOWER. Confidence and pride are manifested in the satisfaction with which the pilot regards his BIRD. BRUNNER-WINKLE AIRCRAFT CORPORATION 17 Haverkamp St., Brooklyn, N. Y. 61

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erases must check within very close limits; for dependability in the altimeter is of ut most importance in rain, snow, clouds or darkness. Every Pioneer Altimeter is care- fully tested to read accurately in relation to barometric pressure, at all temperatures. FVERY PIONEER ALTIMETER: AVIATION August 24, 1929 INSPECTING PIONEER ALTIMETERS . for accuracy of indication and absence of lag & * Extensive research has enabled us to reduce the “ “lag” almost to the vanishing point. (“Lag” is the difference in reading when ascending or descending.) The hand is guar- anteed to return to 1-50th of an inch of zero after descending from any altitude. Pioneer Instruments are a mark oy quality; look for them when you buy an airplane PIONEER INSTRUMENT COMPANY 639 50. STERNPLATZ 13, JOHANNISTHAL, BERLIN os SAN FRANCISCO ok GENERAL EUROPEAN REPRESENTATIVE, M. CALDERARA, 11 BIS RUE MONTAIGNE, 45 JARVIS ST, TORONT! * (EL. PARIS FRANCE AVIATION 63 August 24, 1929 Fairchild Aerial Surveys, Inc. Only One Grade of Pioneer Instruments In a popular light airplane, in a swift sports model, in a passenger fransport; or in a luxurious air coach—no matter in which you are, you know that every Pioneer Instrument is accurate, easy fo read, and thoroughly reliable. We make these instruments according to exacting standards of workmanship and materials. Thus, wherever airplanes fly, Pioneer Instruments champion the cause of safety and accurate navigation. Pioneer Instruments safeguard life. They are made in only one grade—the highest. PIONEER INSTRUMENT COMPANY 754 LEXINGTON AVENUE BROOKLYN NEW (639.80. 8AN PEDRO, LOB ANGELES PEAR ST,,8AN FRANCISCO * 420W. DOUGLASST., WICHITA * SO34W. GENERAL EUROPEAN REPRESENTATIVE, M. CALDSRAR/

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6+ AVIATION August 24, 1929 Mh mn a en \ LEADERSHIP When the aviation industry was handicapped by the lack of proper insurance, it was the INDEPENDENCE COMPANIES of Philadelphia that first showed their faith in the future of the business by providing adequate protection ageinst all aviation risks. Since that date, three years ago, the leadership of these Companies in aviation insurance has been recognized by the entire aviation industry, and the leaders in the business, almost without exception, have become INDEPENDENCE policyholders. They realize the value of even three years of accumulated experience in this still new field of underwriting. Now, the better to serve their old and new policyholders, these Companies have completed the organization of their ‘own Home Office Underwriting Department. Mr. O. M. Doyle, formerly of Los Angeles—the best-known and most successful is in charge. He and his assistants are fully qualified to act promptly on every aviation risk. aviation underwriter of the Pacific Coast When in need of any kind af aviation insurance, it will be to your interest to look for the INDEPENDENCE agent or broker in your locality. Visit the INDEPENDENCE BOOTH ot the Cleveland Show. Learn of the new nation-wide insurance service of the Aviation Assurance Agents ‘of America, an exclusive INDEPENDENCE organization. DEPENDENCE COMPANIES Independence Indemnity Company Independence Fire Insurance Company Home Offices, Philadelphia —— Charles H. Holland, President Casualty Insurance Surety Bonds + Fire Insurance * Aviation Coverages THESE COMPANIES MAINTAIN HUMAN RELATIONS WITH THEIR AGENTS, BROKERS AND POLICYHOLDERS AVIATION 65 August 24, 1929 Nations finest airport demands Aponinawiain wien ster Fueling pit service! ports throughout the country, stated that the fueling facilities of the Oakland port are superior to any in America! Some of the nine Bowser fueling Pits installed at this port are shown in the photo- graphs below. Soon after the Oakland Municipal Airport was opened as a commercial field, all trucks were banned from the operations area in the interest of safety. Mr. G. B. Hegardt, Port Manager, has the following to say about his fueling equipment: “The pit fueling sys- tems installed have won the favor of all pilots operating at the field and we believe that they have aided materially in winning for Oakland Municipal Airport the reputa- tion of being one of the Nation’s best managed airports.” Bowser Fueling Pits are made in various models to meet all fueling requirements. BOWSER (recearr FUELING SYSTEMS Bowser Fueling have @ serving ra oe S. F. BOWSER & CO., INC. 1308 Creighton Ave. FORT WAYNE, INDIANA with @ light that meter readings to be taken at night—offer no ground hazard—provide nozsle | control—sup ply accurate | records of all quantities | i 1 i ‘ H i H i no 4 1300 Creighton Ave., Fort Wayne, Ind. We would like to have more details on Gispineed, and are -ctee- Bowser Aviation Fueling System cially designed to supply gasoline from which every trace of dirt, sediment or moisture has been removed. Name, Address

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Vienpoint N AIRPORT today is considerably more than just a place for the arrival, departure and housing of airplanes. The modern viewpoint necessitates individual study of each terminal, particularly to attain mini- mum investment, bearing in mind that today’s re- quirements may be inade- quate or obsolete a few years hence. Our organization offers the respective viewpoints of pilot, engineer and city planner, co-ordinated for the proper solution of each airport problem. A. D.C. co-ordinated service covers: CONSULTATION ENGINEERING REPORTS - - DESIGN CONSTRUCTION O ORGANIZATION NIE Beeeose cost Airport Development & Constraction Co. 1620 Mitten Building Philadelphia, Pa. CONSULTANTS ENGINEERS BUILDERS aor ie GNITION CABLE ...is Vital... LARGEST EXCLUSIVE MANUFACTURER OF High Tension Ignition Cable In Airplane Service Is Sub- jected To Terrific Abuse. Only the Best Is Good Enough Under Any Circumstance. HIS COMPANY has spe- cialized in the manufacture of automotive cable for over a quarter of a century and is the universally recognized leader in the field. An Aviation Division has been established to render the best pos- sible service to this new industry. Our engineers will be only too glad to consult with you. Address Aviation Division. Company , Warren, Ohi UTOMOTIVE CABLE IN THE WORLD

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HE Moths on this world map indi- cate the number of machines known to be in every-day use over land and water throughout the world, either in military or naval air forces, on offi- cial government work, or for private or commercial flying. This universal choice is due to the brilliant perform- ance of the Moth and its unparalleled "Gipsd MOTH AVIATION August 24, 1929 PB roved by 10000000 Miles of Flying THE eee CHOICE NaN OF record of successes. Its reliability, economy, safety, and speed have been responsible for associating with the Moth the slogan, “The Best Light Air- plane in the World.” MOTH AIRCRAFT CORPORATION LICENSEE: THE DE HAVILLAND AIRCRAFT CO. Led, LOWELL, MASS. AVIATION August 24, 1929 REASONS WHY PRACTICALLY ALL AMERICAN AIRCRAFT ARE AERO SUPPLY EQUIPPED First, because every leader in the industry knows the vital—life and death—importance of AERO SUPPLY quality in the hundreds of hidden parts of a plane—the bolts, nuts, ferrules, struts, rivets, washers, screws, shackles, turnbuckles, tie-rods, and many, many others—as well as in steel tubing, special steel, wire, cable and cable fittings. Second, because every AERO SUPPLY product is made in strict accord- ance with U. 8. Army and Navy standards and specifications — and tested and proved beyond Government requirements by the highest chemical, physical and metallurgical tests. Third, because of the standardization of AERO SUPPLY material—and the uniformity to absolute precision in sizes, thread cuttings and other important details. Fourth, because all AERO SUPPLY products have proved their depend- ability under every conceivable condition of emergency stress and strain —in a half million flights. Fifth, because, operating three modern efficient plants, ample stocks of AERO SUPPLY products are always available—and “supplies as ordered—promptly shipped” —is our invariable, inviolable rule. Lastly, because for all these reasons AERO SUPPLY products have never —in any particular, or in any instance—failed to live up to our slogan— “Make it safe for the fliers . .. the world over.” AERO SUPPLY MFG. CO., INC. College Point Long Island, N. Y. Subsidiary,Companies National Steel Products Company, Dayton, Ohio Standard Automatic Products Corporation, Corry, Pennsylvania 69

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70 AVIATION August 24, 1929 The Barling NB-3 Monoplane Nother WORLD'S RECORD four lLight Planes again demonstrating the Unequaled Stamina of the LeEBLOND 60 From Brownsville, Texas to Winnipeg, Manitoba, a distance of 1650 miles in 16 hours is a new world’s non-stop long distance record for light planes estab- lished by D. S. “Barney” Zimmerley in his Le Blond powered Barling NB-3 Monoplane. “Barney” Zimmerley who achieved international prominence in estab- lishing the world's distance record for light planes. >>> Zimmerley took off from Brownsville at 2:45 A. M. with 100 gallons of gasoline and 4 gallons of oil. Zimmerley landed at Winnipeg at 6:45 P. M. having travelled 1650 miles, beating the previous light plane distance flight by 678 miles. Sho>>>>>>> In this record breaking flight only 88 gallons of gas and 2% gallons of oil were consumed. Leaders everywhere are turning to the Le Blond ‘‘60.”” Its acknowledged stamina, foolproof assembly, and easy accessibility for replacements or repairs, combine to make it the peer of aircraft power plants within its scope of application, for student training, sport or commercial use. Write for descriptive folder. THE LE BLOND AIRCRAFT ENGINE CORPORATION CINCINNATI, OHIO, U.S. A. THE LE BLOND “‘60," with which this new ATC long-distance record for light airplanes was No. ished, is the first and only aircraft en- neat sessfully the diffi- 6s H. Pea its class to pass successfully the diffi Sok. PM. cult United States Navy 50-hour test. LLEBLOND AIRCRAFTENGINES AVIATION August 24, 1929 Shows... have parts & supplies “by Nicholas-Beazley” Airplane manufacturers and owners, airport operators, flying school operators—all look to Nicholas-Beazley as the World’s Leading Aeronautical House. The answer is: highest quality products—a complete stock from propeller to tail—quick de- livery—right prices—intelligent co-operation. Write today for our new Catalog “G”— the biggest, most complete book of aeronautical equipment ever issued. Get your copy now. Keep it for quick reference use. NICHOLAS-BEAZLEY AIRPLANE COMPANY, Inc. Parts and Supplies Division ... MARSHALL, MISSOURI WESTERN BRANCH: 3769 Moneta Avenue, Los Angeles, Calif.

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AVIATION August 24, 1920 /nnouncing Ix SKY SPECIALTIES CORPORATION manufacturers of the Sky Specialties Corporation, which has See our booth Nos. 159& 160 at the National just acquired the assets of the Heywood Aeronautical Exposition at Cleveland, Ohio, Starter Corporation, has on ita directorate Aug. 24 t0 Sept. 2 some of the most prominent men in the Aeronautical and Motor Car industries in the country. Arthur L. Cash, formerly President of North- way Motors, is President of the Company, while on the Board are Chas. B. Bohn, President of the Bohn Aluminum & Brass Corporation; William B. Stout, President of Stout Air Services, Inc., and Edward F. Roberts, Vice-President of Production, Packard Motor Car Company. It is intended to immediately increase pro- duction to care for the ever-acceleratin, demand, and with ample resources o} man-power, manufacturing facilities, and finances, the new company is prepared to keep right in the fore in the tremendous growth which this entire industry will experience in the next few years, SKY SPECIALTIES CORPORATION 3651 Hart Avenue + Detroit, Michigan 73 At the Cleveland Show Aug. 24th to Sept. 2nd _ Space No. 1 . Main Arena Floor / o EN DIX Airplane Wheels and Brakes Adopted by Alexander Industries, Inc. Alliance Aircraft Company Bach Aircraft Company Bellanca Aircraft Corporation ‘Boeing Aircraft Compa: Hamilton Metalplane Division (of Boeing Aircraft Co.) Buhl Aircraft Company Cessna Aircraft Company Consolidated Aircraft Corporation Curtiss Aeroplane and Motor Company Curtiss-Robertson Airplane Mfg. Company Doug! ‘craft Company, Inc. Fairchild Airplane Mfg. Corp. General Airplanes Corporation Keystone Aircraft Corporation Kreider-Reisner Aircraft Company, Inc. Joseph Kreutzer Corporation E.M. Laird Airplane Company Lockheed Aircraft Company Mahoney-Ryan Aircraft Corporation ‘The Glenn L, Martin Company Metal Aircraft Corporation Spartan Aircraft Corporation Stearman Aircraft Company ‘Travel Air Company Verville Aircraft Company Chance Vought Corporation Waco Aircraft Company U.S. Army Air Corps (for all ships) U.S. Navy (Bureau of Aeronautics) Ete. BENDIX BRAKE COMPANY SOUTH BEND, INDIANA (Division of Bendix Aviation Corporation)

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74 AVIATION August 24, 1929 nnouncing the Sperry AGA Floodlight WING to the demands of major Airports for a high powered floodlight that is efficient and dependable, the Sperry Company has designed and now has in production a 1tooo millimeter, 180 degree, dioptric Floodlight with the Sperry Full Automatic Arc Lamp Mechanism. Incorporated in its design is the experience gained in nearly a decade of field lighting. oe This powerful floodlight not only completely illuminates the field but makes the hazards around the field stand out as if by day. Following are some of the outstanding features of this light. Lens: Precision ground and lished, tooo millimeter, 180 legrees dioptric lens manufactured by the American Gas Accumu- Jator Company. Housing: Constructed en- tirely of aluminum alloy and chromium plated brass. Two large doors permit easy access to the interior. Ventilating System: Motor driven, exhaust type. Lamp Mechanism: Sperry High Intensity Arc, Full Automatic Lamp, standard for U.S. Army, 60-inch Anti-Aircraft Searchlight. A single trim of carbon burns for two hours. Control: Can be controlled locally or remotely as conditions require. This powerful Floodlight has been adopted as standard by Curtiss Airports, Inc. See it in the Curtiss Booth at the Cleveland Aircraft Show. Full particulars upon request. Distributors: CURTISS FLYING SERVICE, Inc. SPERRY GYROSCOPE CoO.,, Inc. BROOKLYN NEW YORK CLEVELAND PHILADELPHIA SEATTLE LOS ANGELES SAN FRANCISCO ALTOS wy ‘The new Warner “Scarab” plant now in full operation is a model for the production of fine aircraft engines. Completely equipped with the most modern and most efficient facilities —manned by specially trained and skilled aeronautical mechanics and engineers, the new Warner plant represents the finality in painstaking manufacturing procedure. We believe it is fitting that the ideal light power plant should be made in the ideal factory. 110 HP. 1850 RPM. | WARNER Scarab ENGINES WARNER AIRCRAFT CORPORATION - - DETROIT, MICHIGAN _

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AVIATION Angust 24, 1929 a WARNER Scarab’ Consistently performing in all parts of America, the 110 H.P. Warner “Scarab” continues its leadership as the outstanding light power plant of the industry. This engine is invariably chosen be- cause of its unvarying performance characteristics. For dependability, endurance and economy, the Warner “Scarab” is in a class by itself. Send for complete literature. Specify Warner “Scarab” if you want the last word ina light, high \ quality design. IE United Airport of the Boeing System at Los Angeles, now under construction, is a typical example of Austin complete airport service. This organization is handling the layout, de- sign and construction of the complete project. Previous contracts with Boeing have included several large plant additions at Seattle, as well as hangars and airport work at various cities. Another recent project at Los Angeles which was designed and built by Austin, is a combination factory and 110 HLP. ‘Weight 275 Ibs. WARNER ‘Scarab’ ENGINES 1850 RP.M. New York Rates Pordand Chicago. Phoenix ‘The Austin Company of Texas: Dallas United Airport of Boeing System at Las Angeles. Airport Engineering Experience Layont, design and construction by Austin, hangar for Moreland Aircraft Company. A dirigible dock for the Goodyear Zeppelin Corporation has just been completed by Austin in Massachusetts, in the record time of 30 working days. ‘These and other aviation projects in 40 cities from Coast to Coast indicate the breadth of this company’s experi- ence in a field where wide experience is rare. For information on any type of air- port or aviation building project, phone the nearest Austin office, wire or send the Memo. Visit the Austin Booth at the Cleveland Show, No. 81-82, in the center of the Annex. THE AUSTIN COMPANY Airport Engineers and Builders » Cleveland Philadelphia Detroit, ‘The Austin Company of Califor Picsburgh St.Louis Searde Angeles, Oakland and San Francisco "The Austin Company of Canada, Limited 7 oe WARNER AIRCRAFT CORPORATION - - DETROIT, MICHIGAN with......-.fe clearance, Factory approx. Fem... ‘Memo #0 The Austin Company, Cleveland —We are interested in 0 Airport (Municipal) (Private) containing. sft. Name, acres, Hangar -- A82429

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AVIATION August 24, 1929 AVIATION 79 August 24, 1929 THE Sannge LIGHT PLANE that ever zoomed through the blue ACH vital point of the Avian’s structure will support a load eight times as great as it will be called on to carry in normal flight. Safety is the keynote of Avian design. It has safety in its strength ... safety in its Handley-Page slotted wings... safety in ies dependable Citrus 95 H. P. air-cooled motor... . safety in its amazing ease of control... safety in its wide, split-axle shock-absorbing undercarriage . . . safety in its slow landing speed of 35 m.p.h.... and safety in its entire record-breaking history. ‘The same efficient features that make it safe also make it sporty. With the utmost confidence, you can put the Avian through ics paces, feeling that it will always do what you ask it to do. The Avian costs less to operate than the average size automobile. It gives 20 miles to a gallon of gas, and 500 miles to a gallon of oil. ‘The wings fold so that the plane is only 9}4 feet wide. The weight is only 875 pounds. ‘Top weight, 1600 pounds. The price is $4995, flyaway, or f. 0. b. Bridgeport, Conn. Time payments arranged. Whether you intend to buy a plane for personal or commercial use, ot are operating a training school, or are interested in taking a Whittelsey Avian = WHITTELSET franchise for your territory, ‘ AV Ae write today for complete iN AMERICA information to Whittelsey Manufacturing Company, Dept. H-5, General Office ee and Plant,Bridgeport,Conn. For sarery—the Handley-Page wing slot IN ENGLAND WHITTELSEY AVIAN TRAINING PLANE OF THE WoORLT

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AVIATION August 24, 1929 FAMOUS FLIGHTS Cylinder barrel, made from Bethlehem Forging. Bethlehem has manufactured thousands of these forgings during the present year for prominent engine builders. Airplane Steels and Forgings and their manu- @ ; facture will be an especially interestin; [aure e@ Bethlehem’s Exhibit at the National Metal ‘position, Cleveland, September 9-13. It is significant that the all-important cylinder forgings in the Curtiss ‘Chal- lenger” Motor of the ‘St. Louis Robin,” which recently established a new record for continuous flight, remaining in the air 420 hours, were made by Bethlehem. Significant, because Bethlehem Forg- ings, made from Bethlehem Special Airplane Steels, have been used in motors that have driven planes on so many of the memorable flights of recent years. Bethlehem Forgings were used in Lind- bergh’s “Spirit of St. Louis”—in the “America,” in which Byrd and his companions made their trans-Atlantic Flight—in the “Columbia,” which Chamberlin piloted across the Atlantic —in the plane in which Maitland and Hegenberger made the first flight from San Francisco to Hawaii—in the “Ques- tion Mark”—and in the Ford planes of the Transcontinental Air Transport Company Fleet. Bethlehem Airplane Steels and Forgings are used extensively throughout the aeronautical industry—not only in famous planes but in many hundreds of ships, which, by their smooth, de- pendable, day-after-day performance, are safely and efficiently carrying on the business of air transportation. BETHLEHEM STEEL COMPANY sgn Ofiees Deke, Fes District Of phi, Baltimore, RiaerltneRitanta, Pitsburg Bulla: Cleveinds Dotan, Cincinnati, Chicago, St, Louis, San ‘Franciseo, Los Angeles, Seattie, Portland, and Honolutas BETHLEHEM AIRPLANE STEELS FORGINGS AVIATION 81 August 24, 1929 MAKE BOOTHS 224-225 YOUR HEADQUARTERS You are cordially invited to make the Standard Oil Company (Indiana) booths your headquarters when you visit the National Aeronautical Exposi- tion at Cleveland, August 24th to September 2nd. We have a message to deliver which is of very definite value to everyone interested in Aviation. STANDARD OIL COMPANY (Indiana) General Offices: 910 South Michigan Avenue CHICAGO, ILLINOIS ILLINOIS INDIANA IOWA MICHIGAN WISCONSIN MINNESOTA MISSOURI Chicago Evansville Davenport Detroit La Crosse Dului Kansas City Decatur Indianapolis es Moines Grand Rapids Milwaukee Mankato St. Jos Joliet South Bend Mason City Saginaw Green Bay ‘Minneapolis Peoria KANSAS. Sioux City S. DAKOTA N.DS Quincy Wichita Huron Fargo a ST

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82 AVIATION Iugust 24, 1920 Ber ormance beyond horse power ~ ‘The Horse Power of the Barling NB3 — out any doubeful mechanical appliances. gives no indication of its real performance. ‘The Barling NB3 is the only plane with a Only the performance itself tellsthestory. 60 Horse Power engine licensed to carry The NB3 has broken the World Light Plane Record for a Non-Stop Distance Flight— sweeping 1650 miles from Brownsville, Texasto Winnipeg,Canadain 16hours—103 miles an hour! It holds the American Alti- tude Record for Light Planes—20,862 feet! And, unlike mostlight planes, the Barling NB3 is endowed with inherent stability. Steadiness and Non-Spin features are eng neered into the plane—assuring safety with- BARLING three people—the only all-metal structured 3-place airplane available in the United States—and the cheapest 3-place plane in the world to operate! ‘Our new Sales Plan isin effect, Factory branches are established—our quick-delivery problem is solved. Direce factory assistance to dealers‘is an exclusive feature! Write for our profitable Dealer Plan. NICHOLAS-BEAZLEY AIRPLANE CO., Inc. Manufacturing Division... Marshall, Missouri NB 3 AVIATION 83 August 24, 1929 Wo rld’s Fastest Commercial Airplane USES GOODRICH SPLIT-SECOND SILVERTOWN TIRES “ITO FLY a Lockheed is more than to fly the world’s fastest. com- mercial plane,” says an advertiso- ment of the Lockheed Aire: Company of Los Angeles, Californi “It is to fly with a new feeling of confidence .. . safety, strength, speed.” _ Safety, strength, speed! Confidence inspiring qualities in any plane, And “Daun to Dusk” Hawkes broke his own record from Los Angeles to New York and back again in this Split-Second Silvertown equipped Lockheed-Vega. these qualities are regarded as neces- sary qualifications for airplane tires by the makers of the world’s fastest commercial airplanes, Goodrich Split-Second Silvertow1 Wing to Wing with Aviation OODRICH. has staked used as standard equipment on L field in heed planes are of strong, stretcl iow ot matched cord and the best of raw aaa odvich Has weinien rubber toughened by the famous history. And there Good= Goodrich “water cure” process. They s with the are strong enough to withstand the stress and strain of overload take- t light enough to permit carry- Three Goodrich & town airplane lires: Tail Wheel. Non-‘ Smooth Tread. ing three eztra gallons of gas. SPLIT-SECOND-SILVERTOWN . . . MANY WORLD RECORDS WAVE PROVED THESE TIRES. Dote World Ciretin me Kage ingaford sambertin and Levine?e Brock and Selec Jody's Ryan Kine ker Soni 2 SAG { \ = = sa 4 So wa a Goodrich Rubber for ie Aviation

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84 AVIATION CONTROL OF THE Conquering Forces of the Air YY B VOLTAGE REGULATION Voltage regulation is essential to safety in flying. Lights and radio are solving the problems of darkness. and thick weather. LEECE-NEVILLE SINGLE VOLTAGE and TWO VOLTAGE GENERATORS are proving eminently satisfactory in furnishing all electrical energy requirements for modern planes. Manufactured in varying capacities and designed for standard engine mountings. These voltage regulated generators provide a reliable method of automatically insuring adequate battery charging by means of the tapering charging rate with- out danger of overcharging. They protect all connected apparatus from dangers of over voltage. First successful two-voltage engine driven generators for single and two-way communication. + SERVICE TESTED -:- THE LEECE-NEVILLE COMPANY CLEVELAND (Manufacturers of Aircraft Electrical Generators Since 1920) AVIATION 85 Anyust 24, 1929 The “St. Louis Robin” was equipped with a STANDARD STEEL PROPELLER ‘That was the “business end” of the plane that completed this epoch-making flight—a flight terminated “by request,” not by any failure of any part of the plane equipment. Engine and propeller were still functioning perfectly when the FACTS flight ended. Fg piog ei Increased Speed... Higher Efficiency . . . oa a , Greater Durability... Heat and Moisture Resist- "Flight ing Qualities... these are the proved factors which have made Standard Steel Propellers stand- ard equipment on American Commercial and Military planes. Began Saturday July 13, at . Central Standard , Lambert, St. Louis yated July 30, at m. Standard Steel All Metal Propellers—first de- veloped in 1919—may be obtained for engines rated at ninety to six hundred horsepower. Elapsed time, 420 hours, 21 minutes, 30 seconds. Estimated Flight, 25.200 miles. Refueling planes made 77 contacts, 48 of which were for transfer of gasoline. Used 3,590. gals. gasoline and 158 gals. oil. Pilots Dale Jackson and Forest O'Brine. Best previous endurance flight record broken by mar- gin of 173 hrs. 37 mins. This identical Propeller will be exhibited in our Booth at THe CLE’ AERONAUTICAL EXPOSITION SRO STANDARD STEEL PROPELLER COMPANY ¥ CEMA EY, General Offices and Works: West Homestead, Pa. 6 Prseun PROPELLER

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86) AVIATION August 24, 1929 DAYTON BEAR {Four-in-Line] Air-Cooled Super Performance Low Upkeep Manufacturer's Rating... 110 Horsepower at 1550 revolutions per minute 120 Horsepower at 1850 revolutions per minute Immediate deliveries od The Dayton Airplane Engine Company DAYTON, OHIO AVIATION August 24, 1920 THE LIFE PRESERVER or TME AIR (25,000 “Happy Landings”) is opinion of the part the Trvin plays in aviation. Gives Added "Many of the giant strides forward in flying progress would not have been accomplished without the aid of the Irvin Air Chute, The mechanical perfections and imperfections of all sorts of flying craft were tested to the utmost e increased confidence of pilots and the consequent increased skill of practical flying served to bring out more plainly than ever the strong features and weaker points to aeronautics. The past progress and present safety of aviation owe much to the fine construction of the Irvin Chute.” rength to the Strongest Wings On more than 25,000 occasions, “live” test and emergency jumps with the Irvin Air Chute have proven infallibly successful. Adopted by all the air forces of the United States and by 28 other governments it now assures safety to flyers all over the world. Infinite care and finest tors are Curtiss Flying materials go into the Service, Inc, The Nation: manufacture of Irvin Air al Flying Schools, Air Chutes. Thorough in- Associates, Inc., and spection of even the — Nicholas-Beazley, Air- smallest detail and care- plane Co. Dealers who ful packing insure the are interested should perfect functioning of communicate direetly the Irvin Chute when- with the company. ever called upon. If there are no dealers Irvin Air Chutes are near you, write us and available in all sections we will arrange the most of the country. Among convenient way to sup- the important distribu. ply your needs. IRVING AIR CHUTE CO., Ine. Buffalo, N. ¥., U. S. A. Factories in Buffalo, N. Y. and London, England Our Motion Picture “Happy Landings” on standard width film illustrating actual operation of the Irvin Air Chute & avilable free of charge to choo, clubs and ‘organisations intrested in aviation. Send for Booklet and particulars 8&7

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88 AVIATION August 24, 1929 “H ts O ff 92% To Major Knorr and the pilots of the Second a e Bombardment Group who so admirably accom- plished their flight from Langley Field, Va., to San Diego, Cal., August 5-6, in forty hours elapsed time, using nine Keystone “Panther” bombers. Also to the enlisted personnel who capably prepared and serviced the planes before and during the flight. KEYSTONE AIRCRAFT CORPORATION K E Y ST O N F SALES OFFIC! REET AND EAST RIVER, NEW YORK PLANTS: BRISTOL, PENNSYLVANIA, AND NEW YORK CITY é On ee Vz = AVIATION August 24, 1929 Famous All-Metal German Plane Herr Withelm Messerchmite To Be Made In America EASTERN AIRCRAFT CoRPORATION has secured the American Rights to Manufacture and Sell Airplanes of Bayerische Flugzeugwerke, 4. G., Germany Eastern Aircraft Corporation announces that it is start- ing the manufacture of Messerschmhitt all-metal. cabin airplanes, ‘These planes, designed by Herr Wilhelm Messerschmitt for the Bayerische Flugzeugwerke A. G., have proved their efficiency and economy during,the past four years on the airways in Germany and Switzerland. ‘The Eastern Aircraft Corporation has a fully equipped plant at Pawtucket, Rhode Island. ‘The plant is situated adjacent to one of the best known airports in New Eng- land, “What Cheer,” and has a direct siding of the New York, New Haven and Hartford Railroad on its property. ‘The corporation will be the sole manufacturer and dis- tributor of several models of the all-metal Messerschmitt type plane in this country, but will concentrate at first on the manufacture of models having 3-passenger and 7-pas- senger capacity. All models to be constructed in America are made to specifications of the U. 8, Department of Commerce, Models are especially chosen for their adapta- bility to the requirements of this country, although the complete line includes all types from small sport planes to those capable of carrying 14 passengers with baggage. ‘These all-metal aircraft are rapidly gaining the reco tion which their performance merits. Because of their glider wing construction and advanced design, they have received the commendation of eminent engineers both here and abroad, ‘The Corporation is in the very fortunate position of unit- the acknowledged supremacy of the United States in lane motor design with the supremacy of Germany the development of all-metal planes of glider wing construction. Economical transportation on land and in the air demands recognition of the all-metal principle of construction and it is acquiring a momentum that will soon make it ax universally accepted for airplanes as it now is for auto, mobiles. ‘This trend bodes well for an increasing demand for airplanes produced by Eastern Aircraft Corporation. Valuable sales franchises for dealers and distributors will be available in the very near future, Views of East fn Aircraft Corporat plane,“one. of inhich “hoses “What Cheer Airport. a thort” distance rom the plant. EASTERN AIRCRAFT CORPORATION Pawtucket, Rhode Island

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AVIATION August 24, 1929 The S-62 AMPHIBIAN 134 M. P. H. Top Speed! 118 M. PH. Cruising! If you are thinking of an Amphibian, consider the incomparable Savoia-Marchetti $62 — Capable of high-speed while loaded to capacity —Great lifting power — Quick take-off — 600 Mile range — 500 H. P. —Rapid transportation for passengers, mail and express — Seats seven persons VERY SavoiaeMarchetti, from the 3«place “S«56” Amphibian to the famous “5a55", 12 passenger, twin-hull flying boat, has the sound design, the power and the structural stamina to mect any emergency. Over twelve years of intensive engineering development, successful building and the many remarkable distance records are guarantees of safety that well merit the confidence of owner and passenger. Mlustrated catalog, specifications, prices and franchise terms will be supplied upon request. cdimericaw SAV OIA MARCHE . fg? is a Cremeans ole ronautlieal Coponltons a. Factory and Airport 730 Fifth Avenue, New York Port Washington, L. 1. Executive Offices fe ss ee oe f= | = i i sag a of Adminiatration Uoiding, American Aeronaatical Corporation's Factory. Schoo! any St Fort Washington, Le ly (Lemporary factory at Whi ne Ait Lefiiea, eww oder construction on Maniaatet Bi pa) ad AVIATION August 24, 1929 Captain Hawks flew East in two leisurely hope forthe sole purpose af having this Western Electric receiver a ‘installed before attempting Inia record-breaking Aight, a l O receiver helped Captain Hawks smash coast- to-coast records Said Capt. Hawks, “If I had not been able to re- ceive the weather picture on the flight from Los Angeles to New York as I approached the Penn- sylvania mountains at night, with adverse weather conditions sighted ahead of me, I never would have been able to continue on to a successful comple- tion of my record flight.” Planes equipped with Western Electric radio telephone receiving apparatus such as Capt. Hawks used are constantly in touch with the ground. Government weather reports, radio beacon signals, advice of conditions at landing fields, all aid the Western Electric SINCE pilot to come through safely and on schedule. In addition to receiving apparatus, Western Elec- tric transmitting apparatus for planes provides a reliable means for carrying on two-way radio tele- phone communication between plane and ground. ‘This Western Electric equipment — made by the makers of the nation’s telephones — has been designed especially to meet the conditions pe- culiar to aviation, Air transport operators appre- ciate that radio equipment for planes is essential for the safety and efficient operation of their service. THE BELL SYSTEM

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92 AVIATION August 24, 1929 LOO into the HIDDE VALUES in every plane equipped with SKELI the blood albumen plywood HASKELITE MANUFACTURING CORPORATION, 120 S. La Salle Street, Chicago, Illinois California Panel & Veneer Co. LYWoo Cutter, Wood & Sanderson Co. 955 S. Alameda Street PryWoop) "909 Third Steet Los Angeles, Cal, Cambridge, Mass. Air Associates, Inc, Railway & Power Engineering Curtiss Field, Box 333 LY, Corp.,Ltd., Toronto, Montreal, Garden City, L. I. ET. ‘Winnipeg, New Glasgow See HASKELITE in the booth of any leading aircraft man- ufacturer at the Cleveland Exhibition, or visit us in Booth « « « No. 200, or our headquarters at the Hollenden Hotel » » » AB-24Gray AVIATION 93 Angust 24, 1929 va di wi a {at Abt a Metal Aircraft Cor Hom, Municial Airport, Cincinnati, Obie. yn Hanene, 100 fi. iO fe. center Trategn Channel Ty ata HANGARS MODERN—DAYLIGHT—FIREPROOF—CLEAR FLOOR SPACE—FULL WIDTH STEEL DOORS Every desirable feature in the efficient housing of airplane: in Truscon Hangars. The walls are an expanse of glass, to every part of the Hangar. Thorough fire protection is provided by the use of Steel Windows, Steel Doors an lated Steeldeck Roofs. The floor is entirely free of columns, permitting the easy handling of planes. The Steel Doors open the full width of the hangar so that airplanes enter and leave without interference. Repair shops are located in the side bays for maximum convenience. Truscon furnishes you either the complete building from standardized units or the Steel Doors, Steel Windows and Steeldeck Roofs adapted to your own design. Write us your requirements so we can offer suggestions without obligatién to you. TRUSCON STEEL COMPANY, YOUNGSTOWN, OHIO AERONAUTICAL DIVISION ida, Limited, Walkerville, Ont. Ws ited States nd the Doms Trassed Concrete Steel Company of Cu ‘houses und Otfcenin Principal Citicsol the! TRUSCON HANGARS AND HANGAR DOORS

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94 AVIATION August 24, 1929 Anchor Low Flying Area Boundary Fence at Roosevelt Field, Garden City, L. 1, N. Y. ENFORCE SAFETY ON THE GROUND Reduce insurance costs with. . Anchor Fences Anchor Enclosure at Alameda Airport, Alameda, Calif. Special Anchor Gate for Hangar Use ‘TRINGENT regulation and supervision is en- forced at every airport to prevent accidents “in the air.” On the ground, too, airport operators are rapidly taking steps to enforce safety. Already, many airports have provided properly located fence barriers to keep crowds off the flying area of the field . . . to control auto traffic. . . to protect airport property. At these enclosed fields the risk of injury to visitors and flyers is minimized . . . insurance costs are reduced. ‘The number of prominent airports which have selected the Anchor Post Fence Co. to supply fence barriers indicates the superiority of Anchor Fencing Service. ‘To the airport operator contemplating barrier pro- tection these definite advantages will appeal: 1. A wide experience in airport fencing. 2. The four exclusive Anchor features of con- struction. 3. The benefit of 35 years experience in manufac- turing and erecting fences of all kinds. 4.A nation-wide organization with Fencing Specialists and trained erection crews located in 75 principal cities. Factories, in Baltimore, Cleveland, San Francisco. Get in touch with our nearest District Office for com- plete information or a consultation with an Anchor Fencing Specialist. Anchor Protected Airports Roosevelt Field, Garden City, L. I, N. ¥. Municipal Airport, Pontiac, Mich. Miller Field, Staten Island, N. Y. Baltimore Airport, Baltimore, Md. Parks Airport, St. Louis, Mo. Newark Airport, Newark, N. J. Alameda Airport, Alameda, Calif. ANCHOR POST FENCE COMPANY Eastern Ave. & Kane St., Baltimore, Md. Albany: Boston: Charlotte: incinnati: Cleveland: Detroit: ‘Newark; New "Shreveport Representatives in other cities, Consult phone directory. Cheney Cast Cylinder for the Brownback Motor Model €-400 95 Users of Cheney Cast Cylinders Aeronautical Corporation of America Brownback Motor Laboratories Crosley Radio Corporation Century Rotary Motor Corp. H.H. Franklin Manufacturing Company Hurricane Motor Company Wright Aeronautical Corporation AN investigation of the possibilities of Cheney Cast Cylinders as applied to your motors may surprise you. The nickel-iron used has shown remarkable features in wear-resistance and weight and the twenty-five years’ experience in the casting of intricate design has en- abled us to render a most constructive service to motor manufacturers. Send us your blue prints and specifica- tions, they shall have our immediate at- tention. Ie SCheney\) not Son MANLIUS,N.%

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FLAGSHIP OF THE -EAT- Fi ae eae do ying men hav HAMILTON WHEREVER you go. «wherever men fly. . wherever pilots groom their mance, you will find Hamilton Propellers. Why such confid The answer is simple. It is because they know that “props” must fit the engine and the plane. . because they know that Ha ilton Propellers are fitted scientifically to give the greatest _effici . «because they know that the Hamilton trademark is the stamp of the highest quality and accuracy because they know that Hamilton is one of the greatest names in American aviation, Bee eames “he AVIATION August 24, 1929 TOF FORD ALL METAL ner AL TAKS comTAGL LN such confidence Mn RO PELLERS and that Hamilton Propellers have for many years maintained a leadership that has never been approached. That is why flying men have such confidence in Hamilton Propellers. . and why Hamil ton Propellers figure in so many epochal and record-breaking fli yn Propellers are made in wood and metal... for every combination of ship and engine Hamil A alee and strong. See the e Cleveland Air Races. A complete exhibit of propellers. HAMILTON PROPELLERS HAMILTON AERO MANUFACTURING COMPANY Division of United Aircraft and Transport Corp. 1400 Bremen Street Milwaukee, Wis. AVIATION 97 August 24, 1929 The United States Airways, Inc. use Allmetal Flamingo Transports in daily express and pas- senger service between Kansas City and Denver Ria a passenger mile 7 passengers plus 500 Ibs. mail or express. Cruising speed 125 m.p.h. with “Hornet” or “Cyclone,” 115 m.p.h. with “Wasp.” Write for detailed operating cost. Demonstration ship will be sent to any part of the United States ALLMETAL FLAMINGO Metal Aircraft Corporation of Cincinnati

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98 AVIATION, August 24, 1929 an Aw minded discussion of FABRICS Swarr rasrics play no small part in the beauty of the luxurious cabin planes that tour the skies today. Interior decorating is as important in finishing them as in furnishing a house or apartment. sport illustrated shows a novel of Schumacher Fabries. The walls ave decorated with re wool damask in restful tones of henna and dark and light shades of brown. ‘The modern design worked out in subtly blended rectangular forms adds just the twentieth-century note desirable ina plane. The red with a Schumacher silk and wool rep. An interesting feature is the use of the wrong side of the materi the tan wool enlivened by slim, shining threads of henna silk. The Curti and decide rough t ahi: The modernistic wood damask used to decorate the walls of the plane above ling which sho In the Schumacher co tion of distinguished fabri plane interior damasks, moir by prominent designers. F, Schumacher & Co., Dept. V-8, 60 West 40th Street. New York, Importers, Manufacturers and Distributors to the trade only. Offices also in Boston, Chicago, Philadelphia, Los = paneer Angeles, San Francisco, Grand Rapids and Detroit. the birdike beauty of this mane F:- SCHUMACHER: &-CO ions you will find a wide selee- exceptionally desirable for ns, Rodier designs, reps, nd a wealth of weaves and patterns created re AVIATION en August 24, 1929 STINSON DETROITER ... and SOLOTEX QUALITY above everything You may try a fabric for any one of many reasons— but you will continue to use it for its quality. And when along with consistent quality, you get that essential which business men call “Service,” you are getting everything—no mill can give you more. One rule governs the Solotex system— QUALITY above everything SOLOTEX fabric SELLING AGENTS DISTRIBUTORS ‘ Solotex Department J. E, Menaugh Co. Western Aviation Supply Co. Air Associates, Inc. Air Associates, Inc. ‘Whitman Mills 4618 Kenmore Ave. Municipal Airport Curtiss Field Division 5300 West 63rd St. 40 Worth St, N. ¥. City Chicago, Ill. Oakland, Calif, Garden City, N. Y. Chicago, Il. Look for the red and blue selvedge threads

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100 AVIATION Angust 24, 1929 Tire ea few of the many plants daily “19 of them save considerable money for us” «++ Says FOKKER HATS what Mr. Merz—Superintendent of the above Fokker Plant at Passaic, N. J., reports of their 19 Syracuse 15" Disc Sanders and Grinders. Illustration shows 4 Syracuse Sanders finishing wood parts to be fitted to wings. The range of utility in this fleet of machines keeps them steadily engaged in fitting work—in sanding or grinding wood or metal parts —flat or curved. Easily portable and operating on any power circuit, Syracuse Sanders are kept profitably busy in both wood and metal departments. Accuracy on angular work is promoted by use of angle gauge and tilting table. A vacuum system insures dustless operation. ‘The TAKE-ABOUT Sander likewise tremendously cuts production time and saves considerable money on fuselage and wing finishing— in fact on any asseinbled units where it’s more practicable to take the machine to the work. Plane and engine makers report 50 to 75" savings with the TAKE-ABOUT because it sands, scrapes, planes 300" faster than by hand. Syracuse Sanders and Grinders and TAKE-ABOUT Sanders are speeding and improving production in many busy plants as illus- trated in the panel at the left. To see what these inachines could do in your plant, send for information detailing the complete line of Syracuse Sanders and Grinders—disc, 15 and 9 in., belt and spindle —also the TAKE-ABOUT, and Sanders used in hangar repair shops, THE PORTER-CABLE MACHINE CO. Lodi and Wolf Streets, Syracuse, N. Y. ORT!) (ABLE AVIATION ‘August 24, 1929 SPELDa. 0. STABILITY and LIFT are Balanced to a Rare Degree ‘Sit capable of earning money? Tiiibiiemenesrecoed of te. ‘morrow’scommercialplanemust hold the answer to this question. Greater earning power with low overhead requires speed, stability and lift. ‘Waverly M. Stearman, desi % ites Butler Blackhawk, while main- faining a landing speed of 42 M. . Pe With its slow landing, high top and cruising speeds, lon cruising range, quick take off, rapid climb, useful load ca- pacity and controllability—the Butler Blackhawk is fully de- veloped for profitable operation. in long distance flying or airport “hops, in the mail, express, pas senger or training service. Its flying characteristics quickly win the praise of pilot, business ex- ‘ecutive or sportsman. The Blackhawk is manufac- under approved type cer- tificate No. 135 U.S. Dept. of Commerce. Wright Whirlwind (6 Series) is the power unit. After August 15, 1929, new plant facilities at the Kansas City Airport will greatly increase production. Additional distributors of sub- stantial character will be accom- modated. Lt. Wilton M. Briney, Sales Manager, is now arranging aflightitineraryto investigate dis- tributor franchise applications, LANDING SPEED 101 BUTLER AIRCRAFT CORPORATION Kansas City, Missouri

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AVIATION = . oe August 24, 1929 pee ue on The Pontiac Municipal Airport A Crouse-Hinds Installation 102 ‘Type LCEI6 ‘Wind Sock Lighting For Lighting Apron Fixture Type VAP. ‘Type MSAL ‘Obstacle Light ‘Hangar Roof Floodlight Te Pontiac Municipal Airport is one of the best lighted air- ports in the country, in fact it was the first to make application to the Department of Commerce for an AIA rating. The selection of the lighting equipment was made only after an extensive study of all types and kinds on the market. When the final decision was reached Crouse-Hinds Company was called upon to supply the landing field floodlights, the revolving beacon, the boundary and obstacle lights, the hangar roof floodlights, the wind sock lighting fixture, the ceiling projector and ceiling height indicator, and the floodlights for illuminating the concrete apron in front of the hangar. Two banks of six Crouse-Hinds Type DCE24 floodlights pro duce an even distribution of light over the entire landing fed, which allows safe landings to be made at night. Type VAP ob- stacle lights are installed where it has been found advisable to warn pilots of dangerous obstructions near the field. Four Type MSAL floodlights light the roof of the hangar and give the pilot additional perspective. In order that the handling of mail, passengers and planes may be done more easily, two Type LCE16 floodlights have been insta!':/J to light the concrete apron in front of the hangar. The height of the ceiling may be determined quickly and easily with a Type DCEI4 ceiling projector which has been installed along with a Crouse-Hinds ceiling height indicator. With this equipment the computing of the height of the clouds is a simple matter. Crouse-Hinds Company will furnish recommendations for light= ing any airport upon receipt of detailed plans. Ceiling Height Indicator ‘DCB? Revolving Beacon Mounted on Towes angie Showing MSA ToodightsTavtalled on Book A Bank of DCE24 Landing Field Floodlights Type DCN Ceiing Projector A in lighti: if i airways a 5 1 * Everything in lighting equipment for airports and airway: Complete information will be furnished upon request Condulets - Groundulets - Plugs and eid capitis Receptacles - Floodlights - Traffic Signals NEW YORK BOSTON. CHICAGO A hasey ; ADELPHIA DETROIT CLEVELAND Airport and Airway Lighting Equipment a ST.LOUIS MINNEAPOLIS PITISBURGH Panelboards and Cabinets - Switches CINCINNATI “RELANEA SAN TERANCICO — KS CHGS

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104 AVIATION August 24, 1929 DETROIT AIRCRAFT STATEMENT OF POLICY IE BOARD OF DIRECTORS of the Detroit Aircraft Corporation includes men long and prominently identified with the rise of the automobile in- dustry—and with the development of aviation. They are pledged to apply to the designing, building and marketing of aircraft the same efficiency in engi- neering, production, sales and service which has made the automobile busi- ness the world’s leading industry. Their objective is to open the skyways to an ever-increasing number of air travelers through the economical develop- ment of improved aircratt of all types. OFFICERS AND DIRECTORS Harold H. Emmons, Chairman of the Board Edward S, Evans, President Carl B. Fritsche, Vice-President Charles A. Parcells, Secretary Edward T. Gushee, Treasurer P. De C. Ball John Speed Elliott Charles S. Mott Harold M. Bixby C. W. Harrah Sheldon R. Noble Frank W. Blair Charles F. Kettering R. E. Olds Roy D. Chapin Harry H. Knight Arthur H. Schwartz Thomas N. Dysart Eugene W. Lewis Ralph H. Upson William B. Mayo DIVISIONS LOCKHEED AIRCRAFT COMPANY, EASTMAN AIRCRAFT CORPORATION, LOS ANGELES, CALIFORNIA DETROIT, MICHIGAN Builders of the transcontinental record- Builders of Four-Passenger Flying holding Lockheed Boats RYAN AIRCRAFT CORPORATION, ST. LOUIS, MISSOURI Builders of Sisterships to the “Spirit of St. Louis” ‘THE WINTON AVIATION ENGINE CO., AIRCRAFT DEVELOPMENT CORPORATION, CLEVELAND, OHIO DETROIT, MICHIGAN Builders of the all-metal dirigible ZMC2 GROSSE ILE AIRFORT, INC., for the United States Navy ETROIT, MICHIGAN BLACKBURN AIRCRAFT CORPORATION, AVIATION TOOL COMPANY, INC., DETROIT, MICHIGAN DETROIT, MICHIGAN MARINE AIRCRAFT CORPORATION, DETROIT, MICHIGAN = Executive Offices: 3300 Union Trust Building, Detroit, Michigan 2 AVIATION 105 August 24, 1920 CORPORATION The Detroit Aircraft Corporation is exhibit- ing three of its units at the Cleveland Aer’ onautical Exposition, Aug. 24th—Sept. Ind. LOCKHEED The Lockheed Mono plane for Five, with Pratt & Whitney 410 H. P. Wasp Engine. EASTMAN The Eastman Four- Place Flying Boat, with 180 H. P. Curtis Challenger Motor. RYAN The new Ryan Brough- ‘am for Six, with the new Wright J-6 300 H. P. Whirlwind Engine. See these ships at the Cleveland Show or write the Detroit Air- craft Corporation, 3300 Union Trust Building, Deeroit, Michigan for complete information,

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Making AVIATION Aust 24, 1929 * * * * Aviation N 1911 the first Gruss Air Spring was manufactured for automotive use. In 1917 the first Gruss Aero Strut was placed on the landing gear of an aeroplane. The industry im- mediately accepted this im- proved shock absorber which during the past 12 years has forced numerous factory ex- pansions. This month we move into our new factory pictured above where a staff of Gruss trained employees will start production on an improved Gruss Aero Strut. This new strut is lighter, stronger and more efficient. It x * * * * embodies all the features that have made Gruss Struts the standard, but with refinements in design that permit far greater performance with less weight. There is a Gruss Strut for every type of ship. Let our engineers show you. | Notable among the new ma- ! chines developed by Gruss en- gineers is the impact and recoil tester, upon which each type of strut is tested and an automatic record made of the efficiency of the assembled device. These exacting tests make possible the lifetime guarantee which covers all Gruss Aero Struts. * * * * * AVIATION August 24, 1929 SPRING CO. istory Congratulations to the Aeroplane Industry Our growth is only the reflection of the great advance made by the industry as a whole during the fifteen years Gruss has been building better shock absorbers. So at this milestone in our development we pause to express appre- ciation to those progressive manufacturers who have worked with us to provide better and safer landing gears for better and safer ships. We list here some of the users of Gruss Aero Struts. Our engineering department is at the disposal of anyone desiring Sifiteiidon On ds tons lighted ee ete nage Aircraft Industries Alexander Aircraft Co. Andiz, Inc. Bellanca Aireraft Corp. Boulton & Paul, Lid. Breese Aircraft Corp. Crown Motor Carriage Co. Federal Aircraft Corp. Fokker Aireraft Corp. Joseph Kreutzer Corp. ‘Mahoney-Ryan Aircraft Corporation Maximum Safety Airplane Company ‘Mohawk Aireraft Corp. ‘Moreland Aircraft, Inc. Neilson Steel Aireraft Corp. Pitcairn Aviation, Inc. Prest Airplanes & Motors, Incorporated Prudden-San Diego Air- plane Co. Solar Aireraft Co. Swallow Airplane Co. ‘Swift Aircraft Corp. ‘ThadenMetal AireraftCorp. ‘Timm Aireraft Corp. ‘Travel Air Mfg. Co. United States Navy Valley Mfg. Co. Waco Aircraft Corp. Gruss Aero Strut Manufactured by GRUSS AIR SPRING COMPANY of America 4336 DISTRICT BLVD. CENTRAL MFG. DIST., LOS ANGELES, CALIFORNIA * * * x * * * x * * * 107

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AVIATION August 24, 1929 The HEXHANGAR Has These Advantages Embodying entirely new and basic principles of de- sign, the Hexhangar brings to Airplane Transport lines and Airports new facilities for the storage, servicing and repairing of airplanes that materially reduces operating expenses, lowers overhead and re- duces capital investment. It is built entirely of steel and concrete and is hexa- gonal in shape. With full width doors in each of the six sides, the Hexhangar offers immediate accessibil- ity to all planes within the building and permits the fire-safe storage of 25% more airplanes than in con- ventional hangars of equal area. Our architectural and engineering services are avail- able to responsible organizations for the design and construction of complete modern airports. Write for full information. The WM. EAVES CO. 1524 Labaig St., Los Angeles, California HEXHANGAR Pat. Applied For INTERIOR OF WESTERN AIR EXPRESS HEXHANGAR AVIATION. August 24, 1929 At a moment of refuelling FORREST O’BRINE and DALE JACKSON flying The Curtiss Robertson Monoplane “ST. LOUIS ROBIN” establish a new World’s Endurance Record for sustained flight, remaining constantly in the air for 420 Hours and 21'4 minutes (over 2 weeks) powered with Curtiss Challenger Motor and lubricated with GULFPRIDE OIL 120 This is a wonderful accomplishment for the intrepid pilots; proves the excellent reliability of both plane and motor and the perfect lubrication secured with GULFPRIDE OIL. The Curtiss Robertson Airplane Mfg. Co. desired the best oil obtainable for this flight and sent us their order for GULFPRIDE OIL 120. The oil was shipped to them promptly via express from our warehouse stock, The same grade of GULFPRIDE OIL has been used in establishing other world’s records for lifting power, altitude and speed and is available to all pilots. Ask for it at airports, GULFPRIDE OIL 75 for automobile engines for sale at Gulf Dealers and all Gulf Service Stations. Other grades GULFPRIDE OILS for aircraft, motor boats, outboard motors and Diesel yachts. GULF REFINING COMPANY, Pittsburgh, Pa. U.S. A. Bayonne, N. J. Boston New York Philadelphia Atlanta New Orleans Houston Louisville Philadelphia, Pa, Port Arthur, Texas

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110 AVIATION August 24, 1929 You are invited to visit the main Glidden Plant during the National Air Races during the National Air Races and Aeronautical Exposi- tion, August 24th to September 2nd. The wings of achievement will glisten in the sky as the bird-men form this impressive pageant of the air. Back of the man is the machine, and back of the machine are the component industrial products, among them Glidair Finishes, a contributing factor to aviation progress since the early days of flying. GLIDAIR FINISHES are: ir Aluminum Mixing Varnish ghia A LL the air lanes of the nation will lead to Cleveland ie Pigmented Dope - Heminenatar en aia i Bins ier fiat et aor Glidair Dope and Lacquer Reducer On the road to the Cleveland Airport—The main plant of the Glidden Company is on one of the principal thoroughfares leading to the Cleveland Airport. During your stay in Cleveland you are cordially invited to see how Glidair Finishes are made. PAINTS — VARNISHES — LACQUERS — ENAMELS THE GLIDDEN Company National Headquarters {Madison Ave. at Berea Rd. Cleveland, Ohio AVIATION WW clugust 24, 1929 Te be good-~is not enough AMERICAN EAGLES must excel ‘OUR first ride in an American Eagle — _——— : — | a —your first trial at the stick— your first comparison to other planes—these are the times when you will realize the care, the thought, the faithfulness and dependability that’ goes into every American Eagle. American Eagles are Better Built Airplanes, made with the realization of the obligation American Eagle owes each purchaser. Upon such a policy, American Eagle sales have increased steadily. Seven distinct models make the American Eagle line complete. A wide range of prices make an American Eagle purchase within the scope of almost everyone. There's but one way to know an Ameri- can Eagle —ride in one— COMPARE it with other planes. You'll know then ‘The American Eagle Model 39 Phaeton, powered with Wright why it stands for everything that is Best Whirlwind 5-165 H. P. Motor (Price $6,795); the Wright in the aviation industry. See your near- 5-220 H. P. Motor (Price $7,995); the Hisso “A” 150 H. P. est American Eagle dealer or write di- Engine (Price $4,195); or the Hisso 180 H. P. Engine rect for literature. (Price $4,495). " All prices flyaway factory. The American Eupleresac Biplane yoneea ‘he Walls Tuuoplane, manufactur by fhe Wal with the Kinner K-5 Motor. A remarkable ship, Eagle Aircraft Corp. powered with Kinner K-5 priced at $4,895, flyaway factory. Motor. Price $5,795, flyaway factory. le owners and prospective buyers have at their command a complete service organization, ious points to serve the entire territory. You may also take advantage of the convenient time payment plan, devised for your convenience. Write the American Eagle Aircraft Corporation, Dept. A-8-24, Fairfax Airport, Kansas City, Kansas, for full details, Valuable territories still are open for well qualified distributors and dealers. Write or wire today for full information. See these American Eagle Models at the Cleveland Aeronautical Exposition and National Air Races, August 24—September 2. AMERI == > =n TW SEZ

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112 AVIATION August 24, 1929 ESLINE HANGARS the Choice of Modern Airports Wey Midwest Aviation Co., Omaha, Neb. Lorain Airways, Inc. Lorain, Ohio If experience counts—ESLINE should be YOUR ESLINE CHOICE. 20 years of steel building experience Agnes coupled with a thorough understanding of airport re- DVANTAGES quirements makes Esline the best—a Hangar which Low Maintenance Cost. will satisfactorily fulfill every need at minimum cost. MEMS Lapeaneet Scores of owners will be pleased to testify as to the many advantages of their Esline Steel Hangar. Our airport engineering division will be pleased to furnish you with complete information and data. You leave nothing to guesswork when you buy an Esline. Attractive Dealers Proposition Open to You for First Hangar in Your Territory 7 Esiine Company & OCONOMOWOG, deo. a. WISCONSIN Attractive Appearance. . Fire and Lightning Proof. 5. asily Operated—One Man Dept. A. Please send literature and information on Hangar siz Address AVIATION August 24, 1929 113 See the Swallow T-P At the Cleveland Show in the air—or at the Public Auditorium Aug. 24 — Sept. 2 See why Swallow deserves such popularity. See why stu- dent pilots learn faster and easier in this ideal training ship. Watch it perform daily at the field. You'll be con- vinced of its high safety factor. And—the price? Well that will amaze you as well as its economical operation. Ruth Elder and the J-5 powered Swallow with which she chose to enter the Women’s National Air Derby. “Follow the Swallow" THE SWALLOW AIRPLANE CO. WICHITA, KANSAS

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4 AVIATION August 24, 1929 This is one of a series of advertisements directed originally to advertising men in an effort to make general consumer advertising more profitable to buyer and seller. It is printed in these pages az an indication to readers that McGraw-Hill publishing standards mean advertising effectiveness as well as editorial virility. ” “They say..... buzz, buzz, buzz, buzz, buzz! HAT “they say” can make or break a business. That in- determinable “they” can be the most insidious force or the most helpful. In the case of Manufacturer Green “they” worked both ways. Green* makes a high quality product that is sold through electrical stores. In sales volume he succeeded in maintaining first place for a number of years. He consistently advertised to build consumer acceptance. ‘Two years ago several things happened. Green lost leadership to a competitor. Earnings decreased. Stock toboganned. His dealer list dwindled . . . all of which started the insidious “they” whispering, pointing, scorning. Something had to be done as salesmen’s morale was rapidly becom- ing impaired. Investigation disclosed that the real feeling in the field was that Green felt bigger than the industry of which he was a part and from which for years he had held himself more or less aloof. Emergency measures were taken to correct the situation and one year ago Green began his first trade paper advertising. He used big space and color consistently in Electrical Merchandising. In this short time Green has nearly regained his old place, dealer good will of an enviable quality has been established, his salesmen are on their toes . . . which signifies that the helpful “they” are now at last working for and not against him. “Fictitious name to conceal identity. MORAL: In selling, as in warfare, the best defensive is a strong offensive—and the dealer organization, which is the artillery force, must be reckoned with as well as McGRAW-HILL PUBLICATIONS Pan Greenville San Francisco Boston London AVIATION Angust 24, 1929 ALL-AMERICAN AIRCRAFT SHOW Detroit City Airport and Hangar APRIL 5-13, 1930 Auspices of Aircraft Bureau Detroit Board of Commerce Approved by Aeronautical Chamber of Commerce of America, Incorporated The 1930 All-American Aircraft Show at Detroit promises to be the greatest event of its kind in the history of avi- ation. With the entire City Airport given over to the exposition—exhibits housed in the municipal hangar contain- ing 200,000 square feet of floor space and demonstrations given from the flying field—the 1930 All-American Show offers manufacturers an unusual oppor- tunity to place their ships and accesso- ries before avast and air-minded public. At the 1929 All-American Show 58 manufacturers exhibited 102 ships at Convention Hall, while 141 manufac turers of accessories participated. From. advance reservations for 1930 it is ap- parent that the exhibits will be greater still, both in the number of manu- facturers represented and the number and variety of aircraft shown. Draw- ings for space are to be made during the Cleveland Aeronautical Exposition. For full particulars apply to RAY COOPER, Manager Suite 9022 Cleveland Hotel AUG. 24—SEPT. 2

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AVIATION 6 nN August 24, 1929 The Official Navy Tests ‘ at Lakehurst Proved PACK FAR SUPERIOR TO ALL OTHER MAKES OF PARACHUTES USED Out of nine test drops made by navy officials from and J ships from 600 feet to 1000 feet, the Lloyd Smi Chute averaged 4/5 of a second quicker opening pe a total gain of 7-3/5 seconds. ‘The reason is no laps, no elastic hands, no fragile wire—just one solid pack with one sure cable release—study the arrows on pack and write for Booklet Coming Down,” for full information, Splendid territory open to live distributors. Let us tell you our sales and merchandisis Switlik Manufacturing Company Factory: Trenton, N. J. Sales Office: 302 City Centre Bldg., Philadelphia, Pa. plan, MAKING Goop TANKS BETTER Whex ae v.s. savy nuys fighting planes, it insists on perfect tanks ... tested to guarantee strength, durability, safety. For years, Paramount tanks have been standard for many Navy planes. _ Navy tests are applied by Paramount Navy-standard equipment in the large, modern Paramount plant. The superiority of all Paramount tanks is due in large part to the wealth of experience gained in making better tanks perfect for Navy use. Paramount Tanks designed for commercial use may also be vibration-tested to Navy requirements. Write for details = PARAMOUNT ‘The perfection of these Paramount-built porixc fuel 30d WELDED ALUMINUM PRODUCTS CORP. demonstrated in this Navy-standard vibrating Sea MORGATUAVE! GEODATA aE 3,600 shocks per minute are applied for twenty- a nN five hours without developing the slightest leak or flaw. ‘Paramount Tanks Are Better’ AVIATION August 24, 1920 PROPELLER-IZE of Proven Quality Endorsed By Leading Aircraft Industries Aero Corp. of Calif. American Eagle Corp. Alexander Aircraft Corp. Bach Aircraft Corp. Courier Monoplane Corp. Crown Airplane Corp. Federal Aircraft Corp. Prest Airplane Co. Swallow Aircraft Corp. ‘Timm Aircraft Corp. Ax zine Co. Kinner Motor Corp. Menasco Motors Co. Years of Continuous Service have conclusively demonstrated THE SUPERIOR QUALITY of STORY CUSTOM BUILT PROPELLERS Maintaining their original performance along with exceptional DURABILITY and LOW UPKEEP SPECIFY STORY PROPELLER Equipment in the future THE STORY-GAWLEY CO. 1540 N. San Fernando Road GLENDALE, CALIFORNIA Phone Douglas 3889 EXPORTERS Simmons Airchaft Division Steel Ine. Chamber Commerce Building, Los Angeles, California, Cable Address: Simmons 117 The dawn of a new day .. . Sales possibilities, comparable to the enormous popular-price field in the automotive industry, have been opened for aviation by the" Cavalier” —a sturdy, light- weight, exquisitely appointed, two-place cabin monoplane— which delivers pursuit performance at extremely low first and operating cost. .. . The “Cavalier,” with Velie M-5 or Le Blond engine, delivers, complete for fly-away, at $2985. Wright Gipsy supplied on purchaser's option, at slight additional cost. ...The “Cavalier” is in production and strongly firianced. Aggressive dealers are wanted for certain areas not yet filled. Write at once for details of superior performance and construction, giving references and proof of sales ability. Approved Type Certificate No, 138 Star Aircraft Co. BARTLESVILLE, OKLAHOMA oS

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118 M‘Graw.-HILi AVIATION Books erat wats to" acgulre a Saktad Kook Simian, B20 pases, ficart UANDBOOK PHYSICS OF THE AIR HUMPHREYS to build, iabiesotn THE AIRPLANE ENGINE by LS. MARKS alae ports an 164 ‘nacen i ABA pages, 6x9, 8.00 EXAMINE THESE BOOKS FOR 10 DAYS—FREE Simply check the books you want to look over and we will send them for your approval. There is no obligation. eT We [FREE EXAMINATION COUPON (Woke sent on aie Fetal purchasers in UW. 8. and a AVIATION August 24, 1929 “Aerovel” Mohair Fabrics Fo the smartly upholstered cabin interior, “Aerovel” mohair fabrics are the choice of the discriminating builder of aeroplanes. Samples will be sent upon request. Te Sheldon Looms Aeroplane Fabrics Division One Park Avenue New York AVIATION August 24, 1920 ae, No Other plan of airport lighting gives pilots the same definite, complete pic- ture of the ground obtained with Pyle-National equip- ment and methods. No other airport lighting gives airport operators so much for their money. Writeforthe Pyle-National bulletins on airport light- ing. The Pyle-National Company 1334-1358 North Kostner Avenue Chicago, Ill. Pyle-National equipment is backed by over 30 years of specialization, which includes pioneer developments in airport ‘and aircraft lighting equipment, At Cleveland At Cleveland Airport 2 August 26-September 2 this See’ the Pyle-National week: demonstration of airport and aircraft lighting equipment. Asatorsy 119 GENERAL ELECTRIC SUPERCHARGERS A Contribution to the Safety and Progress of Flight Gear-driven, vaporizing supercharger GE vaporizing superchargers are small, gear-driven, high-speed, centrifugal com: pressors, built-in as part of an airplane engine, and serving the following purposes: 1. Improvement in distribution. 2. Simplification of carburetors. 3. Moderate or appreciable increase of power at sea level. 4. Appreciable increase of power at mod- erate altitudes. G-E vaporizing superchargers are standard equipment on leading aviation engines. The General Electric Company also manu- factures the exhaust-driven supercharger used in all high-altitude work by the United States Army. a2n32 Jom O8 IH TH GHNEEAL ELECTC HOUR, MROABCANT_RYERY AATOROAY AT B Fs My GENERAL ELECTRIC General Electric Co Schenectady,