tin floats, with conical ends, floats, mounted beneath and
attached to underside of main about 6 feet to either side of
frame at appropriate points, and the center of the machine at
about six feet above lowest part the lateral extremities of the
of machine. Pratt system of trussing used
for bracing the wing spars of
the forward wings; and one (part
of the time two) tin cylindrical
floats with conical ends,
similar to but larger than the
Langley floats, mounted at the
center of the Pratt system of
trussing used for bracing the
rear wings. All of the floats
were mounted from four to five
feet lower than the floats of
the original Langley, thus
keeping the entire machine above
the water.
WEIGHT.
34 TOTAL WEIGHT: With pilot, 850 TOTAL WEIGHT: With pilot, 1170
pounds (L.M. p. 256). pounds.
35 CENTER GRAVITY: ⅜″ above line CENTER GRAVITY: About one foot
of thrust. below line of thrust.
Since I became Secretary, in 1928, I have made many efforts to
compose the Smithsonian-Wright controversy, which I inherited.
I will now, speaking for the Smithsonian Institution, make the
following statement in an attempt to correct as far as now possible
acts and assertions of former Smithsonian officials that may have
been misleading or are held to be detrimental to the Wrights.
1. I sincerely regret that the Institution employed to make the
tests of 1914 an agent who had been an unsuccessful defendant in
patent litigation brought against him by the Wrights.
2. I sincerely regret that statements were repeatedly made by
officers of the Institution that the Langley machine was flown
in 1914 “with certain changes of the machine necessary to use
pontoons,” without mentioning the other changes included in Dr.
Wright’s list.
3. I point out that Assistant Secretary Rathbun was misinformed
when he stated that the Langley machine “without modification” made
“successful flights.”
4. I sincerely regret the public statement by officers of the
Institution that “The tests” (of 1914) showed “that the late
Secretary Langley had succeeded in building the first aeroplane
capable of sustained free flight with a man.”
5. Leaving to experts to formulate the conclusions arising from
the 1914 tests as a whole, in view of all the facts, I repeat in
substance, but with amendments, what I have already published in
Smithsonian Scientific Series, Vol. 12, 1932, page 227:
The flights of the Langley aerodrome at Hammondsport in 1914,
having been made long after flying had become a common art,
and with changes of the machine indicated by Dr. Wright’s
comparison, as given above, did not warrant the statements
published by the Smithsonian Institution that these tests
proved that the large Langley machine of 1903 was capable of
sustained flight carrying a man.
6. If the publication of this paper should clear the way for Dr.
Wright to bring back to America the Kitty Hawk machine to which
all the world awards first place, it will be a source of profound
and enduring gratification to his countrymen everywhere. Should he
decide to deposit the plane in the United States National Museum,
it would be given the highest place of honor, which is its due.
Publication of this statement in the Smithsonian Annual Report
presumably should mark the end of the long controversy.
FOOTNOTES
[1] Note that the two families spelled the same name differently.
[2] Owned years afterward by Orville Wright.
[3] First published in _Flying_.
[4] Orville had arranged the camera on a tripod pointing to where he
hoped the machine would be after leaving the track. The negative was
developed by Orville after his return to Dayton.
[5] The Wrights carried 70 pounds of iron bars in many of the flights
of 1904-’05, and could fly with less power than if that load had not
been carried. Here is the explanation: The center of gravity of their
machine was so far back of the center of pressure on the wings that
an air pressure of 70 pounds was required on the top side of the
horizontal elevator in front, to make the center of lift and center
of gravity coincide. Any downward pressure on the elevator, the
brothers reasoned, regardless of whether produced by the air or by
a weight, would have to be supported by the main planes. But if the
downward pressure is obtained by use of the elevator, then two drags
are created, one on the elevator itself, and the other on the wings,
in consequence of carrying that extra pressure on the elevator. On the
other hand, an equal downward pressure produced by a weight, carried
at the same distance as the elevator in front of the wings, would add
little to the drag on the elevator, because it would dispose of the
necessity for a downward pressure on that part of the machine, and
there would then be only the drag on the wings.
[6] All italics used in letters quoted in this chapter are supplied.
[7] Dienstbach was still a resident of New York in 1943.
[8] When the airplane was first considered for military purposes, the
Wrights thought the plane could be such a destructive instrument in
warfare that no nation, no government, would risk subjecting people to
the terrors it could create. Another reason why the brothers thought
the machine might prevent war was the possibility that it could be used
against those persons chiefly responsible for bringing on a war. That
is, if one nation started an attack against another, with or without
a declaration of war, the nation attacked could drop bombs on, say,
assembled members of the legislature, or the buildings housing the
highest officials of the aggressor country. That possibility, it was
hoped, would deter any nation from taking warlike steps.
[9] Though there was no agreement in regard to the altitude at which
the machine would fly, the Wrights were willing to guarantee 1,000
feet, and said that so far as the machine itself was concerned it could
be flown at an altitude of a mile. One of the Germans remarked that
half a mile from the ground should be enough, as no gun in existence
would be likely to hit so swiftly moving a target at that height.
[10] Afterward a major general.
[11] The Wright monument on top of Kill Devil Hill, ordered by act
of Congress and dedicated in November, 1932, is probably the most
impressive memorial ever built anywhere in the world to do honor to
anyone still living. Reaching sixty-one feet above Kill Devil Hill,
with a powerful beacon light at its top, it may be seen for miles.
About the four sides of the base reads a legend: In Commemoration of
the Conquest of the Air by The Brothers Wilbur and Orville Wright,
Conceived by Genius, Achieved by Dauntless Resolution and Unconquerable
Faith.
“Anchoring” the once shifting sands of Kill Devil Hill by ingenious
planting of suitable grasses and shrubbery provides a memorial in
itself, as is the national park of three hundred acres that includes
the hill.
[12] A Wright monument at Le Mans, by the sculptor, Paul Landowski, was
dedicated in 1920.
[13] A Wright monument at Pau was dedicated in 1931.
[14] From Wright Hill, near Dayton, on which there is a memorial
monument, one has a view of the great government aviation center of
Wright and Patterson fields, the latter of which includes the Huffman
tract. The monument bears the legend: “In Commemoration of the Courage,
Perseverance and Achievements of Wilbur and Orville Wright. Through
Original Research the Wright Brothers Acquired Scientific Knowledge
and Developed Theories of Aerodynamics which with their Invention of
Aileron Control Enabled Them in 1903 to Build and Fly at Kitty Hawk the
First Power-Driven, Man-Carrying Aeroplane Capable of Flight. Their
Further Development of the Aeroplane Gave it a Capacity for Service
which Established Aviation as one of the Great Forward Steps in Human
Progress. As Scientists Wilbur and Orville Wright Discovered the Secret
of Flight. As Inventors, Builders and Flyers, they Brought Aviation to
the World.”
[15] Bishop Wright lived to be nearly 89.
[16] The italics in all letters quoted in this chapter are supplied.
[17] A still later plane, the one sold by the Wrights to the United
States Government in 1909, was afterward given to the Smithsonian by
the War Department, and it was placed on exhibition. It was wrongly
labeled as the 1908 plane.
[18] For an account of early Langley and Wright aeronautical
investigations, see Smithsonian Report for 1900 and The Century
Magazine of September 1908.
[19] Smithsonian Reports: 1914, pp. 9, 219, 221, 222; 1915, pp. 14,
121; 1917, p. 4; 1918, pp. 3, 28, 114, 166. Report of U. S. National
Museum, 1914, pp. 46 and 47.
INDEX
Abbot, Dr. Charles G., 318–21, 323–33
accidents and mishaps, 91, 97, 127, 129, 131–32, 161, 221, 229–31,
234, 250, 265
Ader, Clement, 47, 187
Aerial Experiment Assn., 289–94
Aero Club of America, 145, 146, 157, 158, 171, 194, 258
Aéro Club of France, 166, 167, 170, 174, 175, 177, 180, 182, 191,
236, 239, 248–49
Aéro Club of the Sarthe, 244–45, 249, 250, 257
Aero Club of the United Kingdom, 258
_Aeronautical Annual_, 46
Aeronautical Society of Great Britain, 147, 173, 243, 246, 247, 258
_Aérophile_, 166, 168, 170, 174, 179
air pressure, 53–54, 67, 71, 73–76, 80, 291
Alexander, Patrick Y., 147, 173, 191, 217
Alfonso of Spain, 252
Algeciras conference, 188
Alger, Russell A. and Frederick M., 268, 270, 271
Allen, Genl. James, 208, 211, 212, 259
American Assn. for the Advancement of Science, 109–10
_American Magazine of Aeronautics_, 210
angle of incidence, 67–68, 82
AP, 106, 108, 109, 110
Archdeacon, Ernest, 167–68, 170, 237
Arnold (Lt. Genl.), Henry H., 284
_Auto_, 174, 179, 182
Auvours flying field, 234, 241, 243, 247, 248, 250
Baden-Powell, Maj. B. F. S., 246, 247
balance--_see_ equilibrium
Baldwin, Capt. Thomas S., 288–89, 293, 295
Balfour, Arthur, 253
Barnum & Bailey, 203
Barriquand & Marre, 206
Barthou, Louis, 248
Bates, Maj. Genl. J. C., 153
Beacham, Thomas, 95
Beachey, Lincoln, 308
Beard, David, 146
Beard family, 136, 142, 178
Beard, Luther, 139–41
Beck, Mabel, 273
Bell, Dr. Alexander Graham, 3, 289, 307
Belmont, August, 270
Belmont Park Aviation Tournament, 281
Benham, Catharine--_see_ Thompson, Mrs. Samuel
Bennett, James Gordon, 191–92, 219, 222, 251
Bennett balloon race, 207
Berg, Hart O., 195, 196, 197, 201, 204, 233, 234, 236, 238, 246–47
Berg, Mrs. Hart O., 246–47, 248
Bergdoll, Grover C., 285
Berlin _B. Z. Mittag_, 217;
_Lokal Anzseiger_, 254, 261
Berry, Walter V. R., 187
Bertrand, Col. Charles A., 172, 223
Berwind, E. J., 270
Besançon, Georges, 170–71, 174–75, 179, 180, 181
bicycle shop, the Wrights’--_see_ Wright Cycle Co.
bidders on plane for U. S. War Dept., 211
Bierce, Nelson, 174
Billman, C. S., 145, 177
Bleriot, Louis, 239–40, 294
blinkers, 130–31
“bluffeur,” 234, 238
Bollée, Léon, 233, 235–36, 241, 245
Bollée, Mme., 248
Bond, Miss, 24
Bonel, Comdt., 187–200, 203
Boulton, 309
Brewer, Griffith, 244, 247, 258, 314
Brinkley, W. C., 98
British government, 147–48, 151–52
British War Office, 151, 156–57
British Wright company, 284
Brookins, Walter, 274, 279
Burkhardt, J. C., 224
Butler, F. H., 247
Cabot, Samuel and Godfrey L., 115–16, 157, 158
Calderara, Lt., 255–56
Camber, 69–70, 121, 130
Capper, Lt. Col. J. E., 147–48
Carvin, Louis, 257
catapult--_see_ derrick catapult
Celleri, Count and Countess di, 255
center of gravity, 47–48, 121 n., 127
Chandler, Capt. Charles DeF., 212
Chanute, Octave, 47, 48, 52, 68–69, 72–73, 78, 92, 106, 110, 126,
148, 152, 155, 157, 166, 169, 171, 224, 291, 309;
_Progress in Flying Machines_, 46, 52
Chicago--Orville Wright’s speech at, 73–75;
aviation meet at, 279
Chicago _Daily News_, 109;
_Record-Herald_, 105, 109, 278–79;
_Tribune_, 224, 278
Cie. Gén. de Nav. Aérienne, 213
Cincinnati _Enquirer_, 105–107, 123, 125;
_Post_, 145
Claudy, C. H., 231
Cleveland _Leader_, 218–19
Coffyn, Frank T., 275
Collier, Robert J., 270, 282, 285, 286
_Collier’s Weekly_, 146, 220, 223, 225, 270
Coquelle, Robert, 179–81
Cordley, F. R., 195, 197
commercial express, plane first used for, 280
Cox, James M., 134, 135
Crane, Spencer C., 274
Crozier, Brig. Genl. William, 158, 159, 208
Curtiss, Glenn H., 288–96;
tests Langley machine, 308–15, 318;
his alterations, 327–32
Daniels, John T., 95, 98, 102
Dargent, M., 168
Dayton (O.) celebration for Wrights, 258–59;
flood (1913), 283;
_Daily News_, 107, 123, 134–35, 145;
_Journal_, 105–107, 123, 139, 140, 145;
first flight over, 280
Dayton, Genl. Jonathan, 21
Delagrange, Léon, 217–18, 240
derrick catapult, 128, 236, 249
Deutsch de la Meurthe, Henri, 170, 198, 199, 213
Dewey, Orville, 23
Dickin, Mr., 245
Dickson, Capt. T. C., 155
Dienstbach, Carl, 169
Dosher, Joseph J., 56, 103, 217
Dough, W. S., 95, 98
Doumer, Paul, 248
Duchemin, 302
Dunbar, Paul Laurence, 37
Eddy, U. S., 194
Edison, Thomas A., 3
Edward VII, King, 252
Eiffel Tower, 141, 266
elevator, 51, 53–55, 63, 65–67, 82, 127, 131–34
Ellis, E. W., 145, 258–59
engines, 84–86, 121–22, 194
Englehardt, Capt. Paul, 263
equilibrium, 47–49, 50–55, 64, 70–71, 81–83
Esnault-Pelterie, Robert, 170
Estournelles, Baron d’, 245
Etheridge, A. D., 98
Etienne, M., 186
_Evening Item_ (Dayton), 38
exhibition flights, 277–79, 282;
charges for, 277
Farman, Henri, 217–18, 240
Fédération Aéronautique Internationale, 171
Feight, John G., 114
Ferber, Capt. Louis F., 167–73, 181–85, 189
Fiske, Wilbur, 23
flight, the Wrights’ first, 90–119;
Orville’s narrative, 96–102;
telegram, 103–104, 106, 107;
press treatment, 103–11;
cost, 112–14;
public’s reception of story, 114–17
Flint, Charles R., 194, 195, 261
Flint & Co., 194–96, 203, 233
flying-fields, 122, 226–32, 234, 255, 261, 263
(_see also_ Huffman field, Fort Myer, Auvours)
Fordyce, Arnold, 183–91, 198, 200–203, 245
Fort Myer (Va.) tests, 215, 226–32, 260, 293
Foster, Col. H., 152, 156–57
Foulois, Lt. Benj. D., 260, 266
Fournier, Capt., 187
Fouts, William, 145, 178
France, aeronautics in, 166–93, 198–203, 213, 233–53
Frederick William, Crown Prince, 262–64
Freedman, Andrew, 270
French War Ministry, 198–203, 234, 266
French Wright company, 213, 248, 251, 255, 281
Fuller, Maj. Samson M., 162, 165, 208
Furnas, Charles W., 215, 221, 226, 231
Gardner, Gilson, 224
Gary, Judge Elbert H., 269
gasoline motors--_see_ engines
German War Dept., 204–206
German Wright company, 256, 257, 263
Gillespie, Maj. Genl. G. L., 150
Girardville, Capt. Lucas de, 248
_Gleanings in Bee Culture_, 118, 143
Gleichen, Col., 157
gliders, 49–55, 57–75, 79–83, 168–70
Gould, Howard, 270
Grahame-White, Claude, 288
“Great W. J. & M. Circus,” 15–18
“Great Truxell Bros. & LaRue Show,” 33–34
Greater Dayton Assn., 280
Greensboro (N. C.) _News_, 217
Griscom, Lloyd, 256
_Gross, Der_, 262–63
Hamburger, Frank, 145
Hand, Judge Learned, 294
Hare, James H., 220–25
Harmon, Gov. Judson, 259
Harrison, Pres. Benjamin, 36
Harte, 309
Hawthorn Hill, 282
Hazel, Judge John R., 293–94
helicopter, 8–9, 45
Henson, W. S., 309
Herring, A. M., 211, 212
Herring-Curtiss Co., 288, 293
Hildebrandt, Capt. Alfred, 254, 261, 263
Hill, James J., 256
hobble skirt, 247
Hobbs, Capt., 104
horseless buggy, 43–44
Hoster, William, 220–25
Hoxsey, Arch, 274, 275
Hudson-Fulton Celebration, 265, 283
Huffaker, E. C., 69
Huffman field, 122–23, 126 ff., 134–38, 139, 142, 144–45, 157, 214,
274–76, 280, 288
Huffman, Torrence, 122–23, 145
Humphreys, Lt. Frederic E., 266
Hunaudières track, 234, 236, 241
_Illustrierte Aeron. Mitteilungen_, 167, 169
_Independent_, 116
infringers--_see_ lawsuits and Wright patents
Internat’l Aviation Tournament, 281
Italy, aeronautics in, 254–56
Jamestown Exposition, 160
Jamieson, O. F., 145
Jennings, Alice, 25, 32
Johnston, “Corky,” 17
Johnston, Gansey, 14
Johnston, Griswold, 17
Johnstone, Ralph, 275
“June Bug,” Glenn Curtiss’s, 291–92, 294
Kehler, Capt. von, 256, 257
Keidel, Herr, 263
Kelly, Fred C., 141, 326
kite-flying, 12, 50
kite, man-carrying, 52
Kitty Hawk (N. C.), 55–66, 68–72, 79–83, 90–111, 215–25
Kitty Hawk plane, disposition of, 300–33
Knabenshue, Roy, 272–74, 279–80
Koerner, John G., 19–20
Koerner, Mrs. John G. (Catherine Fry), 20
Koerner, Susan Catherine--_see_ Wright, Mrs. Milton
Kohlsaat, H. H., 278–79
Krupp Co., 256
Kumler, Dan, 134–35
LaChapelle, Duval, 275
Lahm, Lt. Frank P., 207–208, 212, 228–29, 266
Lahm, Frank S., 173–77, 179, 180–82, 192–93, 207, 248
Lake, Simon, 195
Lambers, Bernard H., 145
Lambert, Count Charles de, 248, 251, 266
Lambert, Comtesse Charles de, 251–52
“Langley Law,” 138, 301
Langley medal, 302, 303, 309
Langley, Samuel P., 46, 76, 90, 117, 137, 211, 300–303, 305, 306,
309, 310, 312, 313, 318, 323, 330, 332;
_Experiments in Aerodynamics_, 46;
_Experiments in Mechanical Flight_, 46
Langley’s flying-machine, 92, 300–333;
borrowed by Curtiss for test, 308;
how altered, 309–13, 322, 324–33
LaRue, Fred, 33
Lassence, Mayor de, 251
lathe, 12–13
launching--_see_ derrick catapult
lawsuits, 287–99, 308, 309, 313, 325
letter-press, 29
Le Mans, 233–50
Letellier, M., 183–86, 198, 200
Lilienthal, Otto, 45–48, 281, 302;
_Problem of Flying_, 46–47
Lodge, Sen. Henry Cabot, 158
Loening, Grover, 283
London _Daily Mail_, 220, 222, 223, 252
McCormick, Harold, 277–79
McGowan, P. H., 220–25
Mansfield _News_, 180
Manufacturers Aircraft Assn., 296
Manville, Frank, 286
Margherita of Italy, 247
Marriott, 309
Martin, Glenn, 295
Mass. Institute of Technology, 307, 308
material used--cloth in gliders, 66;
wood in planes, 122
Maxim, Sir Hiram S., 47, 90, 309
Maxwell Field, 274
Maynard, George C., 304
Means, James, 46
Melville, Rear Admiral G. W., 117
_Midget_, 31
Michelin Cup, 250
Milling (Genl.) Thomas D., 284
Moore, H. P., 104, 105, 106, 109
Moore, Johnny, 98, 100
Moore, Willis, 51
Morehouse-Martin Co., 280
Morgan, J. P., 256, 269, 270–71
Morgan & Co., 184–85, 187, 189, 268
Morgan, Harjes & Co., 185, 186, 187
Morrow, Harry, 14, 15, 16
Morse, Sherman, 191–92
Mouillard, _Empire of the Air_, 46
Myers, Howard M., 145
Nevin, R. M., 149, 150
New York _American_, 105;
_Globe_, 209;
_Herald_, 111, 182, 190, 192, 217, 218, 219, 222, 224;
_Times_, 227, 289, 295;
_World_, 228
Newcomb, Simon, 116–17, 228
newspapers--_see_ press
Newton, Byron R., 219–25
Nicolai, M., 234
Nicoll, DeLancey, 269
Night and Day Bank Bldg., 271
Nolte, George H., 195
Norfolk (Va.) _Virginian-Pilot_, 104–106, 108, 216
_North American Review_, 117
Northcliffe, Lord, 252, 253, 284
Ogilvie, Alec, 281
O’Neal, “Uncle Benny,” 95
Packard Automobile Co., 268
Painlevé, Paul, 247–48
Paris _Figaro_, 239, 245;
_Herald_, 192, 197, 217–18, 222, 238–39, 245, 246;
_Journal_, 183, 185, 186, 198, 200, 201, 239;
_Matin_, 198, 240
Parmalee, Phil O., 275
Parseval, Maj. von, 257
Parsons, Herbert, 161–62
Patterson Field, 275 n.
Pau, 250–53
Paulhan, Louis, 287–88, 294
Payne, Capt. S. J., 104
Pénaud, Alphonse, 8, 45, 48, 306;
helicopter, 8–9, 45
Perry, Israel, 58–59
Peterkin, Clinton R., 268–69, 271
Phila. _Record_, 105
Picquart, Genl. M. G., 199, 200, 266
Pilcher, Percy, 47, 309
pilot, position of, 214–15
pilots, training of, 255–56, 274, 275, 284–85
Pirelli, Dr., 248, 254
Plant, Mortimer F., 270
_Popular Science Monthly_, 110, 118
press, its treatment of Kitty Hawk flight, 103–11;
of later developments, 123–26, 134–35, 139–41, 145, 190–91;
of (1908) experiments, 216–25;
of Fort Myer tests, 227–28
(_see also_ Paris and N. Y. C. papers)
Press, J. C., 146
printing press, the Wrights’, 30–38
propellers, 86–90, 133, 231;
shafts, 92–94
public’s reaction to Wright experiments, 114–17, 135–42
_Puck_, 141–42
Rathbun, Asst. Secy., 332
Reeder, Catharine--_see_ Wright, Mrs. Dan
Reeder, Mr. and Mrs. George, 21
Reichel, Franz, 245
_Religious Telescope_, 23
_Revue des Sciences_, 166, 291
Richmond (Ind.) _Evening Item_, 15
Rodgers, Cal P., 281–82
Rolls, Charles S., 244, 247
Roosevelt, Pres. Theodore, 160, 161–62, 212, 227
Roosevelt, Theodore, Jr., 227
Root, A. I., 117–19, 142–43
rudder--_see_ elevator
Ruhl, Arthur, 220–25
Ruse, Cordy, 43
Russell, Frank, 271
Ryan, Allan A., 270
Ryan, Thomas F., 270
Salley, D. Bruce, 218–19
Santos-Dumont, Alberto, 107, 115, 141, 166, 170, 192
Savoia, Lt., 256
Scherl, Herr, 254
Schindler, Reuben, 145
_Scientific American_, 143–44, 146, 161, 169, 292
Scott, J. F., 211
Selfridge, Lt. Thomas, 229–30, 245, 290–91, 292
Shaffer, Bert, 9
Shank, W. H., 145
Shearn, Clarence J., 297–98
Shonts, Theodore P., 270
Simms station--_see_ Huffman field
Sines, Edwin Henry, 6, 30, 33, 36, 39, 258–59
Sines & Wright, 30–37
Smithsonian Institution, 46, 137, 300–333
_Snapshots_, 38
Sonnino, Baron Sidney, 256
South Kensington Science Museum, 300, 315, 318
_Sports_, 179, 182
Spratt, Dr. George A., 68–69, 92
Squier, Maj. George O., 229
Stauffer, Amos, 144, 146, 178
Steinmetz, C. P., 4
Studien Gesellschaft, 256–57
Surcouf, Edouard, 238
Taft, William Howard, 150, 152, 153, 158, 162, 211–12, 258, 316–17,
318, 321
tail, 79–83, 86
tail-spin, 81, 128–29, 131
Tate, “Dan,” 80
Tate, William J., 56–57, 59–61, 62, 65, 66, 80, 102
_Tattler_, 37
Taylor, Charlie, 86, 121, 127, 136, 202, 226, 231
telegram reporting Kitty Hawk flight, 103–104, 106, 107
Tempelhof field, 261
Thompson, Samuel, 20
Thompson, Mrs. Samuel, 20–21
Thompson, William Boyce, 286
Thorne, Tom, 41–42
tires, 41
Tissandier, Paul, 248, 250
Tomlinson, John, 145
_Tono-Bungay_, 216
transcontinental plane flight, first, 281–82
Truxell boys, 33
Tunison, Frank, 106, 140
Turpin, C. O., 275
U. S. Board of Ordnance, 150, 153, 154, 155, 158–60, 162–65, 208,
211
U. S. Signal Corps, 208, 211, 212–13, 265
U. S. War Dept., 147–65, 207–209, 213, 226, 305 n.
Vanderbilt, Cornelius, 270
Veblen, Thorstein, 5
Victor Emmanuel of Italy, 256
Voisin, Gabriel, 168–69
Waddell, Theodore, 146
Wainwright, L. M., 90
Walcott, Dr. Charles D., 301–309, 314–15, 318, 325
warping mechanism, 63–66, 79, 81, 132–33
Washington (D. C.) _Post_, 105, 109
Weaver, Henry M., 175, 207
Weaver, Henry, Jr., 175–79, 180, 182, 192
Webbert brothers, 145
Webbert, Mr., 115
Weber, William, 145
Weiller, Lazare, 213, 255
Weiller, Mme., 248
“well-digging,” 81
Welsh, A. L., 275
_West Side News_, 36
Westcott, Robert, 95
Western Society of Engineers, 73, 291;
_Journal_, 75, 291
Whitfield, Forrest, 32
Whitney, Harry Payne, 286
Wilhelm, Kaiser, 204, 256–57, 262, 264
Wilson, Mary, 25
wind-tunnel, 74–78
woodcuts, 29