interrupted, have shown results of great importance, and though the
final results are hard to foresee, it would seem advisable to continue
the trials. By waiting for the return of spring there will be plenty
of time to finish the tests and it will not be necessary to rush
matters, which was a partial cause of the accident. The Chairman of the
Committee personally has but one hope, and that is that a decision be
reached accordingly.
Division General,
Chairman of the Committee,
MENSIER.
BOULOGNE-SUR-SEINE, _October 21st, 1897_.
_Annex to the Report of October 21st._
General Grillon, who was present at the trials of the 14th, and who
saw the report relative to what happened during that day, made the
following observations in writing, which are reproduced herewith
in quotation marks. The Chairman of the Committee does not agree
with General Grillon and he answers these observations paragraph by
paragraph.
1. ‘If the rear wheel (there is only one of these) left but
intermittent tracks on the ground, does that prove that the machine has
a tendency to rise when running at a certain speed?’
_Answer._--This does not prove anything in any way, and I was very
careful not to mention this in my report, this point being exactly
what was needed and that was not demonstrated during the two tests made
on the grounds.
‘Does not this unequal pressure of the two pair of wheels on the ground
show that the centre of gravity of the apparatus is placed too far
forward and that under the impulse of the propellers the machine has a
tendency to tilt forward, due to the resistance of the air?’
_Answer._--The tendency of the apparatus to rise from the rear when it
was running with the wind seemed to be brought about by the effects of
the wind on the huge wings, having a spread of 17 metres, and I believe
that when the machine would have faced the wind the front wheels would
have been lifted.
During the trials of October 12th, when a complete circuit of the track
was accomplished without incidents, as I and Lieut. Binet witnessed,
there was practically no wind. I was therefore unable to verify whether
during this circuit the two front wheels or the rear wheel were in
constant contact with the ground, because when the trial was over
it was dark (it was 5.30) and the next day it was impossible to see
anything because it had rained during the night and during Wednesday
morning. But what would prove that the rear wheel was in contact with
the ground at all times is the fact that M. Ader, though inexperienced,
did not swerve from the circular track, which would prove that he
steered pretty well with his rear wheel--this he could not have done if
he had been in the air.
In the tests of the 12th, the speed was at least as great as on the
14th.
2. ‘It would seem to me that if M. Ader thought that his rear wheels
were off the ground he should have used his canvas rudder in order to
regain his proper course; this was the best way of causing the machine
to rotate, since it would have given an angular motion to the front
axle.’
_Answer._--I state in my report that the canvas rudder whose object
was the manœuvre of the apparatus in the air could have no effect on
the apparatus on the ground, and to convince oneself of this point
it is only necessary to consider the small surface of this canvas
rudder compared with the mass to be handled on the ground, a weight of
approximately 400 kg. According to my idea, and as I have stated in my
report, M. Ader should have steered by increasing the speed on one of
his propellers and slowing down the other. He admitted afterward that
this remark was well founded, but that he did not have time to think of
it owing to the suddenness of the accident.
3. ‘When the apparatus fell on its side it was under the sole influence
of the wind, since M. Ader had stopped the machine. Have we not a
result here which will always be the same when the machine comes to
the ground, since the engines will always have to be stopped or slowed
down when coming to the ground? Here seems to be a bad defect of the
apparatus under trial.’
_Answer._--I believe that the apparatus fell on its side after coming
to a stop, not on account of the wind, but because the semicircle
described was on rough ground and one of the wheels had collapsed.
MENSIER.
_October 27th, 1897._
APPENDIX B
_Specification and Claims of Wright Patent, No. 821393. Filed March
23rd, 1903. Issued May 22nd, 1906. Expires May 22nd, 1923._
To all whom it may concern.
Be it known that we, Orville Wright and Wilbur Wright, citizens of the
United States, residing in the city of Dayton, county of Montgomery,
and State of Ohio, have invented certain new and useful Improvements in
Flying Machines, of which the following is a specification.
Our invention relates to that class of flying machines in which the
weight is sustained by the reactions resulting when one or more
aeroplanes are moved through the air edgewise at a small angle of
incidence, either by the application of mechanical power or by the
utilisation of the force of gravity.
The objects of our invention are to provide means for maintaining or
restoring the equilibrium or lateral balance of the apparatus, to
provide means for guiding the machine both vertically and horizontally,
and to provide a structure combining lightness, strength, convenience
of construction and certain other advantages which will hereinafter
appear.
To these ends our invention consists in certain novel features, which
we will now proceed to describe and will then particularly point out in
the claims.
In the accompanying drawings, Figure 1 is a perspective view of an
apparatus embodying our invention in one form. Fig. 2 is a plan view of
the same, partly in horizontal section and partly broken away. Fig. 3
is a side elevation, and Figs. 4 and 5 are detail views, of one form of
flexible joint for connecting the upright standards with the aeroplanes.
In flying machines of the character to which this invention relates
the apparatus is supported in the air by reason of the contact between
the air and the under surface of one or more aeroplanes, the contact
surface being presented at a small angle of incidence to the air.
The relative movements of the air and aeroplane may be derived from
the motion of the air in the form of wind blowing in the direction
opposite to that in which the apparatus is travelling or by a combined
downward and forward movement of the machine, as in starting from an
elevated position or by combination of these two things, and in either
case the operation is that of a soaring-machine, while power applied
to the machine to propel it positively forward will cause the air to
support the machine in a similar manner. In either case owing to the
varying conditions to be met there are numerous disturbing forces which
tend to shift the machine from the position which it should occupy to
obtain the desired results. It is the chief object of our invention to
provide means for remedying this difficulty, and we will now proceed
to describe the construction by means of which these results are
accomplished.
[Illustration: Patented May 22nd, 1905. O. & W. Wright Flying Machine.]
In the accompanying drawing we have shown an apparatus embodying our
invention in one form. In this illustrative embodiment the machine is
shown as comprising two parallel superposed aeroplanes, 1 and 2 may
be embodied in a structure having a single aeroplane Each aeroplane
is of considerably greater width from side to side than from front to
rear. The four corners of the upper aeroplane are indicated by the
reference letters _a_, _b_, _c_, and _d_, while the corresponding
corners of the lower aeroplane 2 are indicated by the reference letters
_e_, _f_, _g_, and _h_. The marginal lines _a b_ and _e f_ indicate
the front edges of the aeroplanes, the lateral margins of the upper
aeroplane are indicated, respectively, by the lines _a d_ and _b c_,
the lateral margins of the lower aeroplane are indicated, respectively,
by the lines _e h_ and _f g_, while the rear margins of the upper and
lower aeroplanes are indicated, respectively, by the lines _c d_ and _g
h_.
Before proceeding to a description of the fundamental theory of
operation of the structure we will first describe the preferred mode of
constructing the aeroplanes and those portions of the structure which
serve to connect the two aeroplanes.
Each aeroplane is formed by stretching cloth or other suitable fabric
over a frame composed of two parallel transverse spars 3, extending
from side to side of the machine, their ends being connected by bows
4, extending from front to rear of the machine. The front and rear
spars 3 of each aeroplane are connected by a series of parallel ribs
5, which preferably extend somewhat beyond the rear spar, as shown.
These spars, bows, and ribs are preferably constructed of wood having
the necessary strength, combined with lightness and flexibility. Upon
this framework the cloth which forms the supporting surface of the
aeroplane is secured, the frame being enclosed in the cloth. The cloth
for each aeroplane previous to its attachment to its frame is cut
on the bias and made up into a single piece approximately the size
and shape of the aeroplane, having the threads of the fabric arranged
diagonally to the transverse spars and longitudinal ribs, as indicated
at 6 in Fig. 2. Thus the diagonal threads of the cloth form truss
systems with the spars and ribs, the threads constituting the diagonal
members. A hem is formed at the rear edge of the cloth to receive a
wire 7, which is connected to the ends of the rear spar and supported
by the rearwardly-extending ends of the longitudinal ribs 5, thus
forming a rearwardly-extending flap or portion of the aeroplane. This
construction of the aeroplane gives a surface which has very great
strength to withstand lateral and longitudinal strains, at the same
time being capable of being bent or twisted in the manner hereinafter
described.
When two aeroplanes are employed, as in the construction illustrated,
they are connected together by upright standards 8. These standards are
substantially rigid, being preferably constructed of wood and of equal
length, equally spaced along the front and rear edges of the aeroplane,
to which they are connected at their top and bottom ends by hinged
joints or universal joints of any suitable description. We have shown
one form of connection which may be used for this purpose in Figs. 4
and 5 of the drawings. In this construction each end of the standard 8
has secured to it an eye 9, which engages with a hook 10, secured to a
bracket plate 11, which latter plate is in turn fastened to the spar 3.
Diagonal braces or stay-wires 12 extend from each end of each standard
to the opposite ends of the adjacent standards, and as a convenient
mode of attaching these parts I have shown a hook 13 made integral
with the hook 10 to receive the end of one of the stay-wires, the other
stay-wire being mounted on the hook 10. The hook 13 is shown as bent
down to retain the stay-wire in connection to it, while the hook 10 is
shown as provided with a pin 14 to hold the staywire 12 and eye 9 in
position thereon. It will be seen that this construction forms a truss
system which gives the whole machine great transverse rigidity and
strength, while at the same time the jointed connections of the parts
permit the aeroplanes to be bent or twisted in the manner which we will
now proceed to describe.
15 indicates a rope or other flexible connection extending lengthwise
of the front of the machine above the lower aeroplane, passing under
pulleys or other suitable guides 16 at the front corners _e_ and _f_
of the lower aeroplane, and extending thence upward and rearward to
the upper rear corners _c_ and _d_, of the upper aeroplane, where
they are attached, as indicated at 17. To the central portion of the
rope there is connected a laterally-movable cradle 18, which forms a
means for moving the rope lengthwise in one direction or the other,
the cradle being movable toward either side of the machine. We have
devised this cradle as a convenient means for operating the rope 15,
and the machine is intended to be generally used with the operator
lying face downward on the lower aeroplane, with his head to the front,
so that the operator’s body rests on the cradle, and the cradle can
be moved laterally by the movements of the operator’s body. It will
be understood, however, that the rope 15 may be manipulated in any
suitable manner.
19 indicates a second rope extending transversely of the machine along
the rear edge of the body portion of the lower aeroplane, passing
under suitable pulleys or guides 20 at the rear corners _g_ and _h_ of
the lower aeroplane and extending thence diagonally upward to the front
corners _a_ and _b_ of the upper aeroplane, where its ends are secured
in any suitable manner, as indicated at 21.
Considering the structure so far as we have now described it, and
assuming that the cradle 18 be moved to the right in Figs. 1 and 2,
as indicated by the arrows applied to the cradle in Fig. 1 and by the
dotted lines in Fig. 2, it will be seen that that portion of the rope
15 passing under the guide pulley at the corner _e_ and secured to the
corner _d_ will be under tension, while slack is paid out throughout
the other side or half of the rope 15. The part of the rope 15 under
tension exercises a downward pull upon the rear upper corner _d_ of
the structure and an upward pull upon the front lower corner _e_, as
indicated by the arrows. This causes the corner _d_ to move downward
and the corner _e_ to move upward. As the corner _e_ moves upward it
carries the corner _a_ upward with it, since the intermediate standard
8 is substantially rigid and maintains an equal distance between the
corners _a_ and _e_ at all times. Similarly, the standard 8, connecting
the corners _d_ and _h_, causes the corner _h_ to move downward in
unison with the corner _d_. Since the corner _a_ thus moves upward and
the corner _h_ moves downward, that portion of the rope 19 connected
to the corner _a_ will be pulled upward through the pulley 20 at the
corner _h_, and the pull thus exerted on the rope 19 will pull the
corner _b_ on the other wise of the machine downward and at the same
time pull the corner _g_ at said other side of the machine upward.
This results in a downward movement of the corner _b_ and an upward
movement of the corner _c_. Thus it results from a lateral movement of
the cradle 18 to the right in Fig. 1 that the lateral margins _a d_ and
_e h_ at one side of the machine are moved from their normal positions
in which they lie in the normal planes of their respective aeroplanes,
into angular relations with said normal planes, each lateral margin
on this side of the machine being raised above said normal plane at
its forward end and depressed below said normal plane at its rear end,
said lateral margins being thus inclined upward and forward. At the
same time a reverse inclination is imparted to the lateral margins
_b c_ and _f g_ at the other side of the machine, their inclination
being downward and forward. These positions are indicated in dotted
lines in Fig. 1 of the drawings. A movement of the cradle 18 in the
opposite direction from its normal position will reverse the angular
inclination of the lateral margins of the aeroplanes in an obvious
manner. By reason of this construction it will be seen that with the
particular mode of construction now under consideration it is possible
to move the forward corner of the lateral edges of the aeroplane on
one side of the machine either above or below the normal planes of the
aeroplanes, a reverse movement of the forward corners of the lateral
margins on the other side of the machine occurring simultaneously.
During this operation each aeroplane is twisted or distorted around
a line extending centrally across the same from the middle of one
lateral margin to the middle of the other lateral margin, the twist
due to the moving of the lateral margins to different angles extending
across each aeroplane from side to side, so that each aeroplane surface
is given a helicoidal warp or twist. We prefer this construction and
mode of operation for the reason that it gives a gradually increasing
angle to the body of each aeroplane from the centre longitudinal line
thereof outward to the margin, thus giving a continuous surface on each
side of the machine, which has a gradually increasing or decreasing
angle of incidence from the centre of the machine to either side. We
wish it to be understood, however, that our invention is not limited
to this particular construction, since any construction whereby the
angular relations of the lateral margins of the aeroplanes may be
varied in opposite directions with respect to the normal planes of said
aeroplanes comes within the scope of our invention. Furthermore, it
should be understood that while the lateral margins of the aeroplanes
move to different angular positions with respect to or above and below
the normal planes of said aeroplanes, it does not necessarily follow
that these movements bring the opposite lateral edges to different
angles respectively above and below a horizontal plane, since the
normal planes of the bodies of the aeroplanes are inclined to the
horizontal when the machine is in flight, said inclination being
downward from front to rear, and while the forward corners on one
side of the machine may be depressed below the normal planes of the
bodies of the aeroplanes said depression is not necessarily sufficient
to carry them below the horizontal planes passing through the rear
corners on that side. Moreover, although we prefer to so construct the
apparatus that the movements of the lateral margins on the opposite
sides of the machine are equal in extent and opposite in direction,
yet our invention is not limited to a construction producing this
result, since it may be desirable under certain circumstances to move
the lateral margins on one side of the machine just described without
moving the lateral margins on the other side of the machine to an
equal extent in the opposite direction. Turning now to the purpose
of this provision for moving the lateral margins of the aeroplanes
in the manner described, it should be premised that owing to various
conditions of wind pressure and other causes the body of the machine
is apt to become unbalanced laterally, one side tending to sink and
the other side tending to rise, the machine turning around its central
longitudinal axis. The provision which we have just described enables
the operator to meet this difficulty and preserve the lateral balance
of the machine. Assuming that for some cause that side of the machine
which lies to the left of the observer in Figs. 1 and 2 has shown a
tendency to drop downward, a movement of the cradle 18 to the right of
said figures, as hereinbefore assumed, will move the lateral margins of
the aeroplanes in the manner already described, so that the margins _a
d_ and _e h_ will be inclined downward and rearward, and the lateral
margins _b c_ and _f g_ will be inclined upward and rearward with
respect to the normal planes of the bodies of the aeroplanes. With
the parts of the machine in this position it will be seen that the
lateral margins _a d_ and _e h_ present a larger angle of incidence
to the resisting air, while the lateral margins on the other side of
the machine present a smaller angle of incidence. Owing to this fact,
the side of the machine presenting the larger angle of incidence will
tend to lift or move upward, and this upward movement will restore the
lateral balance of the machine. When the other side of the machine
tends to drop, a movement of the cradle 18 in the reverse direction
will restore the machine to its normal lateral equilibrium. Of course,
the same effect will be produced in the same way in the case of a
machine employing only a single aeroplane.
In connection with the body of the machine as thus operated we employ a
vertical rudder or tail 22, so supported as to turn around a vertical
axis. This rudder is supported at the rear ends on supports or arms
23, pivoted at their forward ends to the rear margins of the upper
and lower aeroplanes, respectively. These supports are preferably
V-shaped, as shown, so that their forward ends are comparatively
widely separated, their pivots being indicated at 24. Said supports
are free to swing upward at their free rear ends, as indicated in
dotted lines in Fig. 3, their downward movement being limited in any
suitable manner. The vertical pivots of the rudder 22 are indicated
at 25, and one of these pivots has mounted thereon a sheave or pulley
26, around which passes a tiller-rope 27, the ends of which are
extended out laterally and secured to the rope 19 on opposite sides
of the central point of said rope. By reason of this construction
the lateral shifting of the cradle 18 serves to turn the rudder to
one side or the other of the line of flight. It will be observed in
this connection that the construction is such that the rudder will
always be so turned as to present its resisting surface on that side
of the machine on which the lateral margins of the aeroplanes present
the least angle of resistance. The reason of this construction is
that when the lateral margins of the aeroplanes are so turned in
the manner hereinbefore described as to present different angles of
incidence to the atmosphere, that side presenting the largest angle of
incidence, although being lifted or moved upward in the manner already
described, at the same time meets with an increased resistance to its
forward motion, while at the same time the other side of the machine,
presenting a smaller angle of incidence, meets with less resistance
to its forward motion and tends to move forward more rapidly than the
retarded side. This gives the machine a tendency to turn around its
vertical axis, and this tendency if not properly met will not only
change the direction of the front of the machine, but will ultimately
permit one side thereof to drop into a position vertically below the
other side with the aeroplanes in vertical position, thus causing the
machine to fall. The movement of the rudder, hereinbefore described,
prevents this action, since it exerts a retarding influence on that
side of the machine which tends to move forward too rapidly and
keeps the machine with its front properly presented to the direction
of flight and with its body properly balanced around its central
longitudinal axis. The pivoting of the supports 23 so as to permit
them to swing upward prevents injury to the rudder and its supports in
case the machine alights at such an angle as to cause the rudder to
strike the ground first, the parts yielding upward, as indicated in
dotted lines in Fig. 3, and thus preventing injury or breakage. We wish
it to be understood, however, that we do not limit ourselves to the
particular description of rudder set forth, the essential being that
the rudder shall be vertical and shall be so moved as to present its
resisting surface on that side of the machine which offers the least
resistance to the atmosphere, so as to counteract the tendency of the
machine to turn around a vertical axis when the two sides thereof offer
different resistances to the air.
From the central portion of the front of the machine struts 28 extend
horizontally forward from the lower aeroplane, and struts 29 extend
downward and forward from the central portion of the upper aeroplane,
their front ends being united to the struts 28, the forward extremities
of which are turned up, as indicated at 30. These struts 28 and 29
form truss-skids projecting in front of the whole frame of the machine
and serving to prevent the machine from rolling over forward when it
alights. The struts 29 serve to brace the upper portion of the main
frame and resist its tendency to move forward after the lower aeroplane
has been stopped by its contact with the earth, thereby relieving the
rope 19 from undue strain, for it will be understood that when the
machine comes into contact with the earth, further forward movement of
the lower portion thereof being suddenly arrested, the inertia of the
upper portion would tend to cause it to continue to move forward if
not prevented by the struts 29, and this forward movement of the upper
portion would bring a very violent strain upon the rope 19, since it
is fastened to the upper portion at both of its ends, while its lower
portion is connected by the guides 20 to the lower portion. The struts
28 and 29 also serve to support the front or horizontal rudder, the
construction of which we will now proceed to describe.
The front rudder 31 is a horizontal rudder having a flexible body, the
same consisting of three stiff cross-pieces or sticks 32, 33, and 34,
and the flexible ribs 35, connecting said cross-pieces and extending
from front to rear. The frame thus provided is covered by a suitable
fabric stretched over the same to form the body of the rudder. The
rudder is supported from the struts 29 by means of the intermediate
cross-piece 32, which is located near the centre of pressure slightly
in front of a line equidistant between the front and rear edges of the
rudder, the cross-piece 32 forming the pivotal axis of the rudder, so
as to constitute a balanced rudder. To the front edge of the rudder
there are connected springs 36, which springs are connected to the
upturned ends 30 of the struts 28, the construction being such that
said springs tend to resist any movement either upward or downward of
the front edge of the horizontal rudder. The rear edge of the rudder
lies immediately in front of the operator and may be operated by him
in any suitable manner. We have shown a mechanism for this purpose
comprising a roller or shaft 37, which may be grasped by the operator
so as to turn the same in either direction. Bands 38 extend from the
roller 37 forward to and around a similar roller or shaft 39, both
rollers or shafts being supported in suitable bearings on the struts
28. The forward roller or shaft has rearwardly-extending arms 40,
which are connected by links 41 with the rear edge of the rudder 31.
The normal position of the rudder 31 is neutral or substantially
parallel with the aeroplanes 1 and 2; but its rear edge may be moved
upward or downward, so as to be above or below the normal plane of
said rudder through the mechanism provided for that purpose. It will
be seen that the springs 36 will resist any tendency of the forward
edge of the rudder to move in either direction, so that when force is
applied to the rear edge of said rudder the longitudinal ribs 35 bend,
and the rudder thus presents a concave surface to the action of the
wind either above or below its normal plane, said surface presenting
a small angle of incidence at its forward portion and said angle of
incidence rapidly increasing toward the rear. This greatly increases
the efficiency of the rudder as compared with a plane surface of equal
area. By regulating the pressure on the upper and lower sides of the
rudder through changes of angle and curvature in the manner described a
turning movement of the main structure around its transverse axis may
be effected, and the course of the machine may thus be directed upward
or downward at the will of the operator and the longitudinal balance
thereof maintained.
Contrary to the usual custom, we place the horizontal rudder in front
of the aeroplanes at a negative angle and employ no horizontal tail at
all. By this arrangement we obtain a forward surface which is almost
entirely free from pressure under ordinary conditions of flight, but
which even if not moved at all from its original position becomes
an efficient lifting surface whenever the speed of the machine is
accidentally reduced very much below the normal, and thus largely
counteracts that backward travel of the centre of pressure on the
aeroplanes which has frequently been productive of serious injuries by
causing the machine to turn downward and forward and strike the ground
head-on. We are aware that a forward horizontal rudder of different
construction has been used in combination with a supporting surface
and a rear horizontal rudder; but this combination was not intended
to effect and does not effect the object which we obtain by the
arrangement hereinbefore described.
We have used the term ‘aeroplane’ in this specification and the
appended claims to indicate the supporting surface or supporting
surfaces by means of which the machine is sustained in the air, and
by this term we wish to be understood as including any suitable
supporting surface which normally is substantially flat, although,
of course, when constructed of cloth or other flexible fabric, as we
prefer to construct them, these surfaces may receive more or less
curvature from the resistance of the air, as indicated in Fig. 3.
We do not wish to be understood as limiting ourselves strictly to the
precise details of construction hereinbefore described and shown in
the accompanying drawings, as it is obvious that these details may be
modified without departing from the principles of our invention. For
instance, while we prefer the construction illustrated in which each
aeroplane is given a twist along its entire length in order to set its
opposite lateral margins at different angles, we have already pointed
out that our invention is not limited to this form of construction,
since it is only necessary to move the lateral marginal portions, and
where these portions alone are moved only those upright standards which
support the movable portion require flexible connections at their ends.
Having thus fully described our invention, what we claim as new, and
desire to secure by Letters Patent, is:--
1. In a flying machine, a normally flat aeroplane having lateral
marginal portions capable of movement to different positions above or
below the normal plane of the body of the aeroplane, such movement
being about an axis transverse to the line of flight, whereby said
lateral marginal portions may be moved to different angles relatively
to the normal plane of the body of the aeroplane, so as to present to
the atmosphere different angles of incidence, and means for so moving
said lateral marginal portions, substantially as described.
2. In a flying machine, the combination, with two normally parallel
aeroplanes, superposed the one above the other, of upright standards
connecting said planes at their margins, the connections between the
standards and aeroplanes at the lateral portions of the aeroplanes
being by means of flexible joints, each of said aeroplanes having
lateral marginal portions capable of movement to different positions
above or below the normal plane of the body of the aeroplane, such
movement being about an axis transverse to the line of flight, whereby
said lateral marginal portions may be moved to different angles
relatively to the normal plane of the body of the aeroplane, so as to
present to the atmosphere different angles of incidence, the standards
maintaining a fixed distance between the portions of the aeroplanes
which they connect, and means for imparting such movement to the
lateral marginal portions of the aeroplanes, substantially as described.
3. In a flying machine, a normally flat aeroplane having lateral
marginal portions capable of movement to different positions above or
below the normal plane of the body of the aeroplane, such movement
being about an axis transverse to the line of flight, whereby said
lateral marginal portions may be moved to different angles relatively
to the normal plane of the body of the aeroplane, and also to different
angles relatively to each other, so as to present to the atmosphere
different angles of incidence, and means for simultaneously imparting
such movement to said lateral marginal portions, substantially as
described.
4. In a flying machine, the combination, with parallel superposed
aeroplanes, each having lateral marginal portions capable of movement
to different positions above or below the normal plane of the body
of the aeroplane, such movement being about an axis transverse to the
line of flight, whereby said lateral marginal portions may be moved
to different angles relatively to the normal plane of the body of the
aeroplane, and to different angles relatively to each other, so as to
present to the atmosphere different angles of incidence, of uprights
connecting said aeroplanes at their edges, the uprights connecting the
lateral portions of the aeroplanes being connected with said aeroplanes
by flexible joints, and means for simultaneously imparting such
movement to said lateral marginal portions, the standards maintaining
a fixed distance between the parts which they connect, whereby the
lateral portions on the same side of the machine are moved to the same
angle, substantially as described.
5. In a flying machine, an aeroplane having substantially the form of a
normally flat rectangle elongated transversely to the line of flight,
in combination which means for imparting to the lateral margins of said
aeroplane a movement about an axis lying in the body of the aeroplane
perpendicular to said lateral margins, and thereby moving said lateral
margins into different angular relations to the normal plane of the
body of the aeroplane, substantially as described.
6. In a flying machine, the combination, with two superposed and
normally parallel aeroplanes, each having substantially the form of a
normally flat rectangle elongated transversely to the line of flight,
of upright standards connecting the edges of said aeroplanes to
maintain their equidistance, those standards at the lateral portions
of said aeroplanes being connected therewith by flexible joints, and
means for simultaneously imparting to both lateral margins of both
aeroplanes movement about axes which are perpendicular to said margins
and in the planes of the bodies of the respective aeroplanes, and
thereby moving the lateral margins on the opposite sides of the machine
into different angular relations to the normal planes of the respective
aeroplanes, the margins on the same side of the machine moving to the
same angle, and the margins on one side of the machine moving to an
angle different from the angle to which the margins on the other side
of the machine move, substantially as described.
7. In a flying machine, the combination, with an aeroplane, and means
for simultaneously moving the lateral portions thereof into different
angular relations to the normal plane of the body of the aeroplane and
to each other, so as to present to the atmosphere different angles
of incidence, of a vertical rudder, and means whereby said rudder is
caused to present to the wind that side thereof nearest the side of the
aeroplane having the smaller angle of incidence and offering the least
resistance to the atmosphere, substantially as described.
8. In a flying machine, the combination, with two superposed and
normally parallel aeroplanes, upright standards connecting the edges
of said aeroplanes to maintain their equidistance, those standards
at the lateral portions of said aeroplanes being connected therewith
by flexible joints, and means for simultaneously moving both lateral
portions of both aeroplanes into different angular relations to the
normal planes of the bodies of the respective aeroplanes, the lateral
portions on one side of the machine being moved to an angle different
from that to which the lateral portions on the other side of the
machine are moved, so as to present different angles of incidence at
the two sides of the machine, of a vertical rudder, and means whereby
said rudder is caused to present to the wind that side thereof nearest
the side of the aeroplanes having the smaller angle of incidence and
offering the least resistance to the atmosphere, substantially as
described.
9. In a flying machine, an aeroplane normally flat and elongated
transversely to the line of flight, in combination with means for
imparting to said aeroplane a helicoidal warp around an axis transverse
to the line of flight and extending centrally along the body of
the aeroplane in the direction of the elongation of the aeroplane,
substantially as described.
10. In a flying machine, two aeroplanes, each normally flat and
elongated transversely to the line of flight, and upright standards
connecting the edges of said aeroplanes to maintain their equidistance,
the connections between said standards and aeroplanes being by means of
flexible joints, in combination with means for simultaneously imparting
to each of said aeroplanes a helicoidal warp around an axis transverse
to the line of flight and extending centrally along the body of the
aeroplane in the direction of the aeroplane, substantially as described.
11. In a flying machine, two aeroplanes, each normally flat and
elongated transversely to the line of flight, and upright standards
connecting the edges of said aeroplanes to maintain their equidistance,
the connections between such standards and aeroplanes being by means of
flexible joints, in combination with means for simultaneously imparting
to each of said aeroplanes a helicoidal warp around an axis transverse
to the line of flight and extending centrally along the body of the
aeroplane in the direction of the elongation of the aeroplane, a
vertical rudder, and means whereby said rudder is caused to present to
the wind that side thereof nearest the side of the aeroplanes having
the smaller angle of incidence and offering the least resistance to the
atmosphere, substantially as described.
12. In a flying machine, the combination, with an aeroplane, of a
normally flat and substantially horizontal flexible rudder, and means
for curving said rudder rearwardly and upwardly or rearwardly and
downwardly with respect to its normal plane, substantially as described.
13. In a flying machine, the combination, with an aeroplane, of a
normally flat and substantially horizontal flexible rudder pivotally
mounted on an axis transverse to the line of flight near its centre,
springs resisting vertical movement of the front edge of said rudder,
and means for moving the rear edge of said rudder, above or below the
normal plane thereof, substantially as described.
14. A flying machine comprising superposed connected aeroplanes
means for moving the opposite lateral portions of said aeroplanes to
different angles to the normal planes thereof, a vertical rudder,
means for moving said vertical rudder toward that side of the machine
presenting the smaller angle of incidence and the least resistance
to the atmosphere, and a horizontal rudder provided with means for
presenting its upper or under surface to the resistance of the
atmosphere, substantially as described.
15. A flying machine comprising superposed connected aeroplanes,
means for moving the opposite lateral portions of said aeroplanes to
different angles to the normal planes thereof, a vertical rudder,
means for moving said vertical rudder toward that side of the
machine presenting the smaller angle of incidence and the least
resistance to the atmosphere, and a horizontal rudder provided with
means for presenting its upper or under surface to the resistance of
the atmosphere, said vertical rudder being located at the rear of
the machine and said horizontal rudder at the front of the machine,
substantially as described.
16. In a flying machine, the combination, with two superposed and
connected aeroplanes, of an arm extending rearward from each aeroplane,
said arms being parallel and free to swing upward at their rear ends,
and a vertical rudder pivotally mounted in the rear ends of said arms,
substantially as described.
17. A flying machine comprising two superposed aeroplanes, normally
flat but flexible, upright standards connecting the margins of said
aeroplanes, said standards being connected to said aeroplanes by
universal joints, diagonal stay-wires connecting the opposite ends of
the adjacent standards, a rope extending along the front edge of the
lower aeroplane, passing through guides at the front corners thereof,
and having its ends secured to the rear corners of the upper aeroplane,
and a rope extending along the rear edge of the lower aeroplane,
passing through guides at the rear corners thereof, and having its ends
secured to the front corners of the upper aeroplane, substantially as
described.
18. A flying machine comprising two superposed aeroplanes, normally
flat but flexible, upright standards connecting the margins of said
aeroplanes, said standards being connected to said aeroplanes by
universal joints, diagonal stay-wires connecting the opposite ends of
the adjacent standards, a rope extending along the front edge of the
lower aeroplane, passing through guides at the front corners thereof,
and having its ends secured to the rear corners of the upper aeroplane,
and a rope extending along the rear edge of the lower aeroplane,
passing through guides at the rear corners thereof, and having its ends
secured to the front corners of the upper aeroplane, in combination
with a vertical rudder, and a tiller-rope connecting said rudder
with the rope extending along the rear edge of the lower aeroplane,
substantially as described.
ORVILLE WRIGHT.
WILBUR WRIGHT.
Witnesses:
Chas. E. Taylor.
E. Earle Forrer.
APPENDIX C
_Proclamation published by the French Government on balloon ascents,
1783._
NOTICE TO THE PUBLIC! PARIS, 27TH AUGUST, 1783.
On the Ascent of balloons or globes in the air. The one in question has
been raised in Paris this day, 27th August, 1783, at 5 p.m., in the
Champ de Mars.
A Discovery has been made, which the Government deems it right to make
known, so that alarm be not occasioned to the people.
On calculating the different weights of hot air, hydrogen gas, and
common air, it has been found that a balloon filled with either of the
two former will rise toward heaven till it is in equilibrium with the
surrounding air, which may not happen until it has attained a great
height.
The first experiment was made at Annonay, in Vivarais, MM. Mongolfier,
the inventors; a globe formed of canvas and paper, 105 feet in
circumference, filled with heated air, reached an uncalculated height.
The same experiment has just been renewed in Paris before a great
crowd. A globe of taffetas or light canvas covered by elastic gum and
filled with inflammable air, has risen from the Champ de Mars, and been
lost to view in the clouds, being borne in a north-westerly direction.
One cannot foresee where it will descend.
It is proposed to repeat these experiments on a larger scale. Any
one who shall see in the sky such a globe, which resembles ‘la
lune obscurcie,’ should be aware that, far from being an alarming
phenomenon, it is only a machine that cannot possibly cause any harm,
and which will some day prove serviceable to the wants of society.
(Signed) DE SAUVIGNY.
LENOIR.
A SHORT BIBLIOGRAPHY OF AERONAUTICS.
A complete bibliography of aeronautical works issued up to 1909,
published by the Smithsonian Institute, Washington, gives no less than
13,500 entries of book pamphlets, and articles; in all probability,
between that time and the present, the total has been more than
doubled. The following is a list of outstanding work on the subject
from the earliest times, and, in a good many cases, the works
mentioned give further bibliographies. The Smithsonian publication,
differentiating very little between the solid work on the subject
and the magazine article, is of little use except to the advanced
student of the subject; the following list is compiled with a view
to directing attention to the more notable books and publications--a
complete bibliography, as appendix to a work on aeronautics, is an
impossibility:--
_Prodromo All Arte Mæstra_, by Francesco Lana. Brescia, 1670.
_Mathematical Magic_, by J. Wilkins, Bishop of Chester. London, 1691.
_The Air Balloon, or a Treatise on the Aerostatic Globe._ London, 1783.
_Description des Experiences de la Machine Aerostatique_, by F. St
Fond. 2 vols. Paris, 1783.
_Hints of Important Uses to be derived from Aerostatic Globes_, by T.
Martyn. London, 1784.
_Account of the First Aerial Voyage in England_, by V. Lunardi. London,
1784.
_Narrative of M. Blanchard’s Third Aerial Voyage_, translated from the
French of M. Blanchard. London, 1784.
_Journal and Certificates of the Fourth Voyage of M. Blanchard._
London, 1784.
_Breslaw’s Last Legacy._ With an accurate description of the method how
to make the air balloon. London, 1784.
_Thoughts of the Further Improvement of Aerostation._ London, 1785.
_Treatise on Aerostatic Machines_, by J. Southern. Birmingham, 1785.
_Lunardi’s Account of his Second Aerial Voyage from Liverpool, August
9th, 1785._ London, 1785 or 1786.
_An Account of Mr James Decker’s Two Aerial Expeditions._ Norwich, 1785.
_The History and Practice of Aerostation_, by Tiberius Cavallo, F.R.S.
London, 1785.
_Eloge Funebre de M. Pilatre de Rozier_, by M. Lenoir. London, 1785.
_Airopaida_, by T. Baldwin. Chester, 1786.
_An Account of Five Aerial Voyages in Scotland_, by V. Lunardi. London,
1786.
_A Narrative of the Two Aerial Voyages of Dr Jeffries with Mons.
Blanchard_, by Dr Jeffries. London, 1786.
_Account of the Three Last Aerial Voyages made by M. Garnerin._
Somerstown, 1803. (?)
_Aeronautica, or Voyages in the Air_, by M. Garnerin. London, 1803. (?)
_Treatise on the Use of Balloons in Military Operations_, by
Lieut.-Col. Money. London, 1803.
_A Treatise upon the Art of Flying_, by Thomas Walker. Hull, 1810.
_The Aerial Voyage of Mr Sadler across the Irish Channel, October 1st,
1812._ Dublin, 1812.
_A Narrative of the Aerial Voyage of Mr Windham Sadler across the Irish
Channel, July, 1817._ Dublin, 1827.
_The Aeropleustic Art, or Navigation in the Air by Means of Kites or
Buoyant Sails_, by George Pocock. London, 1827.
_Annals of Some Remarkable Aerial and Alpine Voyages_, by T. Forster,
M.B. London, 1832.
_Aeronautica_, by Monk Mason. London, 1838.
_An Essay on Aerial Navigation_, by Joseph MacSweeney, M.D. Cork, 1844.
_The Balloon, or Aerostatic Magazine_, by Henry Coxwell. London, 1845.
_A System of Aeronautics_, by John Wise. Philadelphia, 1850.
_Histoires de la Locomotion Aerienne_, by Julian Turgan. Paris, 1851.
_Balloons for Warfare_, by Henry Coxwell. London, 1854.
_The History of the Charvolant or Kite Carriage._ London, 1851.
_The Giant Balloon_, by F. Silas. London, 1863.
_Meteorological and Physical Observations made in Balloon Ascents_, by
James Glaisher. London, Reprint from Report of British Association,
1864.
_Astra Castra_, by Hatton Turnor. London, 1865.
_The Right to Fly_, translated from the French of Nadar. London, 1866.
_The Mechanical Appliances by which Flight is Attained_, by J. B.
Pettigrew, M.D. London, 1867. (?)
_Travels in the Air_, by James Glaisher. London, 1871.
_Animal Locomotion, with a Dissertation on Aeronautics_, by J. B.
Pettigrew, M.D. London, 1874.
_Animal Mechanism_, by E. J. Marey. London, 1874.
_Aerial Navigation_, by C. B. Mansfield. London, 1877.
_The Aerial World_, by Dr G. Hartig. (New Edition.) London, 1881.
_Ballooning_, by G. May. London, 1886.
_My Life and Balloon Experiences_, by Henry Coxwell. London, 1887.
_My Life and Balloon Experiences_ (second series). London, 1889.
_Experiments in Aerodynamics_, by S. Pierpont Langley. Washington, 1891.
_Aerial Navigation_, by Octave Chanute. New York, 1891.
_Screw-propelled Aeroplane Machines_, by E. J. Stringfellow. Chard,
1892.
_The Internal Work of the Wind_, by S. P. Langley. Washington, 1893.
_Progress in Flying Machines_, by Octave Chanute. New York, 1894.
_Aerial Navigation_, by A. F. Zahm. Philadelphia, 1894.
_Aerial Navigation_, by Fijnje van Salverda. New York, 1894.
_The Aeronautical Annual_, by J. S. Means. 3 vols. Boston, U.S.A.,
1895–6–7.
_Manual of Military Ballooning._ British War Office publication.
London, 1896.
_The Navigation of the Air_, by A. McCallum. Aeronautical Society,
London, 1897.
_Gliding Experiments_, by Octave Chanute. Western Society of Engineers,
U.S.A., 1897.
_Parakites_, by G. T. Woglom. New York, 1897.
_The Mechanism and Equilibrium of Kites_, by Professor Marvin.
Washington, 1897.
_Andree and his Balloon_, by H. Lachambre and A. Machuron. London, 1898.
_La Conquete de l’Air_, by L. Sazerac de Forge. Paris, 1900. This is
one of the most exhaustive accounts of the development of dirigible
airships that has been produced. Special attention is paid to the
Lebaudy type.
_Aerial Navigation_, by Frederick Walker. London, 1902.
_Practical Kites and Aeroplanes_, by Frederick Walker. London, 1903.
_My Airships_, by A. Santos Dumont. London, 1904. A personal account by
the French pioneer of aerostatic experiment.
_Flying Machines with Paddling Wings_, by Andre Delprat. London, 1904.
_Manual of Military Ballooning._ London, by Authority, 1905.
_Resistance of the Air and the Question of Flying_, by Arnold
Samuelson. Hamburg, 1905.
_Navigating the Air._ Published by the Aero Club of America. New York,
1907.
_Flying Machines: Past, Present, and Future_, by A. W. Marshall and H.
Greenly. London, 1907. (?)
_A History of Balloons and Flying Machines_, by Lord Montagu. London,
1907.
_Pocketbook of Aeronautics_, by Major H. Moedebeck. London, 1907. One
of the most valuable reference works on the subject that has been
compiled.
_The Problem of Flight_, by Herbert Chatley. London, 1907.
_Aerial Flight: Aerodynamics_, by F. W. Lanchester. London, 1907.
_Aerial Locomotion_, by A. Graham Bell. Washington, 1907.
_Researches on the Form and Stability of Aeroplanes_, by W. R.
Turnbull. Reprint from the _Physical Review_, London, 1907.
_Aerial Flight: Aerodonetics_, by F. W. Lanchester. London, 1908.
_Airships, Past and Present_, by A. Hildebrandt. London, 1908. An
English translation from the German, which embodies all that had been
done up to 1906 or thereabouts in dirigible construction, with a few
notes on aeroplane design and progress. In various details Hildebrandt
is incorrect, but there is a good deal in his work which is of value to
the student, if a confirming authority can be consulted.
_Aerial Warfare_, by R. P. Hearne. London, 1908.
_Artificial and Natural Flight_, by Sir Hiram Maxim. London, 1908.
Containing an account of all Maxim’s experiments up to the time of
writing.
_The Present Status of Military Aeronautics_, by Major G. O. Squier.
Published by the American Society of Mechanical Engineers. 1908.
_The Problem of Flight_, by Jose Weiss. London, 1908.
_Practical Aerodynamics_, by Major Baden-Powell. (Part 1.) London, 1909.
_The Conquest of the Air_, by A. Berget. London, 1909.
_Vehicles of the Air_, by Victor Lougheed. Chicago and London, 1909.
An illustrated compendium of aeroplane and airship design, sketchily
written, and containing a number of conclusions which at the present
time can hardly be regarded as accurate. Chiefly valuable for diagrams
and data of early machines and engines.
_Model Flying Machines_, by W. G. Aston. London, 1909.
The Aeronautical Classics: 1, _Aerial Navigation_, by Sir George
Cayley; 2. _Aerial Locomotion_, by F. H. Wenham; 3. _The Art of
Flying_, by Thomas Walker; 4. _The Aerial Ship_, by Francesco Lana;
5. _Gliding_, by Percy S. Pilcher, and _The Aeronautical Work of John
Stringfellow_; 6. _The Flight of Birds_, by Giovanni A. Borelli. A
series of small manuals, mainly reprints, edited for the Aeronautical
Society of Great Britain by T. O’Brien Hubbard and J. H. Ledeboer, of
the utmost value to the student of aeronautical history. The rescue of
Walker’s and Borelli’s work from obscurity is in particular noteworthy
as indicative of the valuable work accomplished by the Aeronautical
Society.
_The Boys’ Book of Airships_, by Harry Delacombe, 1910, and _The Boys’
Book of Aeroplanes_, by T. O’Brien Hubbard and C. C. Turner, 1912. Both
these books, published by Grant Richards, are of far greater value than
their titles indicate. Written primarily for boys, they--especially the
latter--contain a mass of historical information, both accurate and
valuable.
_The Langley Memoir on Mechanical Flight_, by S. P. Langley and Charles
Manly. Published by the Smithsonian Institute, Washington.
_Aircraft in Warfare_, by F. W. Lanchester. London, 1913.
_Bird Flight as the Basis of Aviation_, by Otto Lilienthal.
_The Design of Aeroplanes_, by A. W. Judge. London.
_The Mechanics of the Aeroplane_, by Captain Duchesne.
_Airscrews_, by M. A. S. Riach. London. The standard work on the
subject.
_Stability in Aviation_, by G. H. Bryan. London.
_The Properties of Aerofoils_, by A. W. Judge. London.
_Aero Engines_, by G. A. Burls. London.
_High Speed Internal Combustion Engines_, by A. W. Judge. London.
_The Aero Engine_, by S. Kean. London.
_Aircraft_, by Evan J. David. Scribner’s, New York, 1919. A rather
scrappy account of the development of aeroplanes and dirigibles, with
special reference to the war period.
_British Airships: Past, Present, and Future_, by George Whale. London,
1919. A very useful semi-technical handbook of the subject.
_The Aviation Pocket-Book_, by H. Borlase Matthews. An annual
compendium, issued by Messrs Crosby Lockwood & Co., London, giving
fairly full data of technical development year by year. (Not issued
1919 or 1920.)
INDEX
Abaris, legend of, 7.
A.B.C. radial engines, 466–7.
Accidents, committee of inquiry appointed, 299.
Ader, Clement: builds ‘Eole,’ 121;
builds ‘Avion,’ 123;
account of trial flight, 124;
official denial of trial flight, 126;
end of experiments, 127;
compared with the Wrights, 211;
official report on trials, 469.
Advisory Committee, British, 294.
Aerial Experiment Company of America, 179.
_Aerial Locomotion_, by Wenham, 72–76.
_Aerial Navigation_, by Cayley, 45–48.
‘Aerodrome,’ Langley’s, 134–44.
_Aeronautical Classics_, 48.
Aeronautical Exhibitions: The first, Crystal Palace, 69, 82;
the first helicopter at, 71;
Exhibition of 1911, 229;
Paris, 1912, 294;
Paris, 1913, 304;
Olympia, 1913, 300;
Olympia, 1914, 305.
Aeronautical Society, Royal, 72.
Aeronautical Society, Annual Reports, 76.
Ailerons first fitted, 301.
Air Board formed, 258.
Air Force, Royal, formed, 258.
Air Force, Royal, strength of, 258.
Air Mail, Hendon-Windsor, 231.
Air Ministry constituted, 258;
Civil Aviation Department, 264.
Air Navigation Acts, 265.
Airships: Astra Torres, 349–50;
Baby, the, 361;
Barton, 359;
Beta, 361;
Blimp type, 363;
British rigids, 365–70;
Clement-Bayard, 349–50;
Coastal type, 364;
Gamma, 361;
Gross type. 351;
Lebaudy, 348–9, 362;
North Sea type, 364;
Nulli Secundus, 360;
Parseval, 351;
R33 and R34, 368;
R38 class, 374;
R80, 371;
Santos Dumont, 342–47;
Schutte-Lanz, 358;
Willows, 359;
Zeppelin, 341–352–8;
2A, British Army, 361.
Albatross aero engine, 426.
Alcock, Sir John, 266–7.
Allard, attempt at gliding flight, 33.
Allied war air equipment, 251.
Alps, crossed by Chavez, 226.
Aluminium, the Schwartz airship, 340.
Alvaston aero engine, 441.
America, flight across, 231;
R34’s voyage to, 370.
Andes, crossing of the, 269.
Andree’s plans for a dirigible, 331.
Antoinette engine, fitted to Voisin, 181;
fitted to Cody, 192;
fitted to A. V. Roe, 195.
Antoinette monoplane, 290.
Anzani aero engine, 196, 216, 419–21.
Archdeacon, Ernest, 179.
Archytas, legend of, 7.
Area necessary for support, Meerwein’s statement, 42.
Army Air Battalion, British, 238.
_Art of Flying, The_, by Thomas Walker, 48–55.
Ascent, first balloon, 322;
in America, 328;
in England, 323.
Ashmusen aero engine, 444.
Assyrian legends of flight, 5.
Astra Torres airships, 350;
use of ballonets, 330.
Atlantic flight, 265–7.
Audemars, at Bournemouth, 209;
Paris-Berlin flight, 237.
Aulus Gellius, legend of Archytas, 7.
Australian flight, the first, 270.
Aviatik, construction of, 210.
‘Avion’ Ader’s, 123, 211;
official report on, 469.
Ayar Utso, Peruvian legend of, 8.
‘Baby’ airship, the, 361.
Bacon, Francis, on flight, 20.
Bacon, Roger, on flight, 12.
Ballon sondé, the first, 325.
Ballonets, 329–30, 333–4.
Balloon: the Mongolfier type, 318;
first public ascent, 319;
Charles’s hydrogen, 320;
Mongolfierlater types, 320–21–22;
Rozier and d’Arlandes’ ascent, 322;
first ascent in England, 323;
Saussure on cause of lift, 323;
Charles, filling method, 324;
Charles’s and Robert’s ascent, 325;
Blanchard’s channel crossing, 326;
Robert’s observations, 327;
Section, Royal Engineers, 359;
Dirigible (see _dirigibles_), 331–41;
in warfare, 376;
school at Farnborough, 226.
Balloon ascents, proclamation on, 502.
Balloonists: Blanchard, 42, 326, 378;
Mongolfier, 42, 318.
Barton airship, the, 359.
‘Bat,’ the, Pilcher’s glider, 101.
Baumgarten and Wolfert dirigible, 340, 389.
Bayerischer aero engine, 429–30.
Beaumont, circuit of Britain, 220, 230;
wins Paris-Rome race, 230.
‘Beetle’ the, Pilcher’s glider, 103.
Belgian provision of war aircraft, 248.
Benz 4-cylinder aero engine, 401.
Berlin, air services from and to, 268.
Berriman, on helicopter flight, 87.
Besnier’s gliding experiments, 34–5.
‘Beta’ army airship, 361.
B.E.2, the, 297.
B.E.2c, the, 304.
Bibliography, a short, 504.
Biplanes: Albatross, 251;
Avro types, 195;
Bleriot, 183;
Curtiss-Herring, 182;
Cody’s first, 191–2;
Cody’s ‘cathedral,’ 193, 290;
Farman, 181, 217;
Gotha, 252;
Handley-Page, 252;
Moore-Brabazon uses Short, 198;
R.E.1, 305;
R.E.P., 182;
Sikorsky, 249;
Sopwith, 265, 297;
Voisin, 181, 223, 286;
the 1905 Wright, 175.
Black, Dr, 318.
Blackpool flying meeting, 195, 206.
Bladud, legend of, 9.
Blanchard, Jean Pierre, 42, 326, 378.
Bleriot, Louis: 179;
flapping wing experiments, 183;
flights, 184;
at Rheims, 200–204;
a student of Langley, 211;
constructional work, 211–12;
cross-country record, 222;
cross-channel machine, 212, 216, 289;
cross-channel flight, 213–4;
early flights, 221.
Blimp type airship, 363.
Bodensee, German airship, 375.
Boilers, Maxim’s, 386.
Bomb sighting devices, 252.
Bombers: Caudron type, 251;
Gotha, 252;
Handley-Page, 252;
Voisin, 251.
Borelli, compared with da Vinci, 18;
_de Volatu_, 21–26;
his conclusions, 26–27.
Boulogne meeting, the, 178, 206.
Bournemouth meeting, 198, 207–8.
Box Kites, Cody’s, 189.
Brearey’s ‘pectoral cord,’ 83.
Brescia flying meeting, 206.
British flying grounds, the principal, 227;
war construction, 259–60;
war aircraft, 1914, 247;
War Office Trials, 194, 209, 232, 235–7, 296;
War Office requirements, 1913, 300;
war construction, 259–60.
Brooklands in the early days, 197, 228.
Cairo to Cape flight, 270.
Capnobates, legend of, 5.
Capper, Colonel J. E. at Farnborough, 226;
constructs dirigible, 360.
Carra’s dirigible, 332.
Cassiodurus, legends by, 7.
Castel’s helicopter, 87.
Casualties, British war, 234.
Cavallo, Leo, experiments with hydrogen, 318.
Cavendish, discovery of hydrogen, 318.
Cayley, Sir George, 45–48.
Certified pilots, list of in 1911, 228.
Channel crossing by Bleriot, 213–14;
de Lesseps, 215;
C. S. Rolls, 216;
balloon, 326.
Chanute, O., gliding experiments, 107–115;
Wrights’ reference to, 153;
at Wrights’ camp, 157.
Chartres, Duc de, balloon ascent, 329, 333.
Charvolant or kite carriage, Pocock’s, 56.
Chavez, Georges: at Tours, 225;
makes British height record, 225;
crosses the Alps, 226;
fatal accident, 226.
Circuit of Britain race, 220.
Civil Aviation Department, Air Ministry, formed, 264.
Clement-Bayard dirigible, 349–50;
engines, 444.
Clerget rotary engine, 434–6.
Coastal type of British airship, 364.
Coatalen, Louis, 411.
Cockburn, British competitor at Rheims, 201, 206.
Cocking’s parachute, 378.
Cody, S. F., constructs box-kites, 189;
constructs dirigible, 360;
first biplane, 190–1;
first flight in England, 190–1;
first observed flight, 222–3;
various flights, 192;
wins British War Office trials, 235–7;
passenger flights, 193;
‘cathedral’ biplane, 193;
records achieved, 193–4, 223;
at Doncaster, 207;
in circuit of Britain race, 220;
fatal accident, 194.
Colombine, associated with Henson and Stringfellow, 60, 64.
Commercial Zeppelin service, 372.
Construction, British war, 259–60.
Cosmos ‘Jupiter’ engine, 465;
‘Lucifer’ engine, 466.
Cousin, _Histoire de Constantinople_, 11.
Curtiss, Glenn, forms Aerial Experiment Company, 179;
flying boat construction, 242;
flies Langley machine, 243–5;
at Rheims, 201–2.
Curtiss-Herring biplane, 182.
Curtiss Vee-type engine, 416.
Daedalus, legend of, 5.
Daimler aero engines, 389–91, 394–6.
Danti, Giovanni, 12.
D’Arlandes, first balloon ascent, 322.
Darracq aero engines, 440, 442.
De Dion aero engines, 416.
Degen’s flying machine, 52.
De Havilland, height record, 196;
at Farnborough, 228.
Delagrange, at Juvisy meeting, 185–6;
at Rheims, 202;
at Doncaster, 207;
death of, 224;
records made by, 222.
De Lesseps channel crossing, 215.
Demoiselle monoplane, Santos Dumont’s, 184, 285;
Audemars, 209.
Deperdussin monoplane, 294, 301–2.
Derby, aerial, 267.
De Rue, Ferber’s pseudonym, 200.
D’Esterno, gliding machine, 72;
_Du Vol des Oiseaux_, 72.
Dickson, Captain, aero scouting, in 1910, 210;
at Tours meeting, 225.
Dihedral angle, 285.
Diodorus’s story of Abaris, 7.
Dirigibles: French, at Rheims meeting, 203;
Baumgarten and Wolfert, 340;
Carra’s,332;
Dupuy de Lome’s, 336;
de Morveau’s, 332;
Giffard’s, 334–6;
Guyot’s (the first), 332;
Haenlein’s, Paul, 337;
Joseph Mongolfier’s suggestions for propulsion, 331;
Meusnier’s improvements, 333;
Miollan and Janinet, 332;
Renard and Krebs, 338–40;
Schwartz aluminium, 340;
Wellner’s, 331;
(see _airships_ for later types).
Doncaster flying meeting, 1909, 206.
Dorman aero engines, 409–10.
Drexel, Armstrong, world’s height record, 225.
Dugald Clerk’s two-stroke engine, 447.
Dunne monoplane, the, 229;
description of, 293.
Dutheil-Chambers aero engine, 441, 443.
Electric motor airship propulsion, 390–91.
Empedocles, legend of, 6.
Engines: A.B.C. ‘Wasp II.’ radial, 466;
A.B.C. ‘Dragonfly’ radial, 467;
Alvaston rotary, 441;
Antoinette, 181, 241;
Anzani rotary, 196, 216, 419–21;
Albatross radial, 426;
Ashmusan horizontal, 444;
Austro-Daimler vertical, 403;
Bayerischer rotary, 429–30;
Benz 4-cylinder vertical, 259, 401;
Burlat rotary, 439;
Clement-Bayard horizontal, 444;
Clerget rotary, 434–6;
Cosmos ‘Jupiter’ radial, 465;
Cosmos ‘Lucifer’ radial, 466;
Critchley’s list of, 400, 404;
Curtiss Vee type, 416;
Daimler vertical, 389–91, 394–6;
Darracq horizontal, 440, 442;
de Dion Vee type, 416;
Dorman Vee type, 409–10;
Dugald Clerk’s two-stroke, 447;
Dutheil-Chambers horizontal, 441, 443;
Eole, horizontal, 443;
Esnault-Pelterie radial, 422;
Fredericson, horizontal, 457;
Giffard’s, 383;
Gnome rotary, 181, 185, 195, 203, 224, 241,428–9, 431–34;
Gobe and Diard’s two-stroke, 453;
Graham Clark’s list of, 401;
Green vertical, 198, 241, 361, 397–400;
Gyro and Gyro-Duplex rotary, 437–8;
Haenlein’s Lenoir type, 388;
Henson and Stringfellow’s, 383;
Kemp Vee type, 416;
Kolb-Danvin horizontal, 445;
Lamplough two-stroke, 455;
Laviator two-stroke, 454;
Lenoir type, Haenlein’s, 388;
Le Rhone rotary, 436;
Manly, Charles, radial, 139, 396, 417–9;
Maxim’s steam, 384;
Maybach vertical, 261;
Mercedes vertical, 261;
Mercedes-Daimler vertical, 402;
Mercedes 6-cylinder vertical, 459–465;
Mort and New Engine Co. two-stroke, 456;
Napier Vee type, 412, 414–5;
Nieuport Horizontal, 445;
Palons and Beuse horizontal, 445;
Renault Vee type, 243, 415;
Roberts horizontal, 457;
Rolls-Royce Vee type, 266, 412–14;
Salmson rotary, 422–6;
Stringfellow’s, 383;
Sunbeam, 411;
Types of, 393;
Uberursel rotary, 259;
Wolseley Vee type, 405–9;
Wright Brothers, 392–3.
Engine development, 383–468.
‘Eole’ Ader’s monoplane, 121.
Esnault-Pelterie, Robert: early experiments, 179;
R.E.P. biplane, 182;
radial engine, 422.
Exhibitions: first aeronautical, 69, 82;
Paris, 1912, 294;
Paris, 1913, 304;
Olympia, 1913, 298, 299–300;
Olympia, 1914, 305.
Farman’s biplane, Voisin type, 181, 287;
first mile flight in Europe, 182;
first cross-country flight, 222;
flights in 1908–9, 184, 221–2, 223;
four hours’ record, 185;
exhibition flying in England, 186;
at Rheims meeting, 202, 223.
Farnborough, British military establishment at, 226;
de Havilland at, 228.
Felix, Captain, makes 1911 height, record, 230.
Ferber’s, Captain, experiments, 177, 288;
book, _Aviation_, 177;
at Rheims, 200;
death at Boulogne meeting, 178.
Ferguson, H., first flight in Ireland, 223.
First aeronautical exhibition, 69, 82.
Flapping wing or Ornithopter flight: Bleriot’s experiments, 183;
Brearey, F. W., on, 83;
Robert Hooke on, 32–33;
de Villeneuve’s models, 83.
Fokker war aeroplanes, 251;
internal-bracing post-war design, 271.
Forlanini’s helicopter, Professor, 87.
Formation flying, 263.
Fournier at Rheims, 201.
Fourny’s distance record, 1912, 242.
Fredericson two-stroke engine, 457.
French military aero trials, 231–2;
aircraft in 1914, 247;
pioneers, 179.
Galien’s study of properties of air, 317;
proposed airship, 318.
‘Gamma,’ British airship, 361.
German aircraft in 1914, 246;
war aircraft and equipment, 250;
aeroplane, the first, 207;
National Circuit race, 230.
Giffard’s dirigibles, 334–6;
engines, 383.
Gliding flight by Allard, 33;
Besnier 34;
Chanute, 107–115;
Ernest Archdeacon, 179;
Le Bris, 77–82;
Lilienthal, 96–100;
Marshall, Rex, 269;
Montgomery, 115–120;
Pilcher, Percy, 101–106;
Spencer, Charles, 82;
Wright brothers, 145–168.
Gliding patent, d’Esterno’s, 72.
Gobe and Diard rotary engine, 453.
Goldbeater’s skin used by Beaumanoir, 322.
Gordon-Bennett cup, won by Védrines, 294;
race of 1913, 301.
Gotha biplane, 252;
raids on England, 255.
Gnome engine, 181, 185, 203, 241, 428–9, 431–34.
Goupil’s design of monoplane, 91.
Grade, first German monoplane, 207.
Graham-White, London-Manchester flight, 217–220.
Green Engine, vertical, 198, 241, 361, 397–400.
Grimaldi’s claim to flight, 38–39.
Gross airship, 351.
‘Guardian Angel’ parachute, 379.
Guidotti’s experiments, 19.
Guyot’s dirigible, 332.
Guzman, Lorenzo de, 37, 317.
Gyro and Gyro-Duplex rotary engines, 437.
Haenlein, Paul, dirigible construction, 337;
engine used, 388.
Haldane, negotiations with Wrights, 176.
Hamel, Gustav, 231.
Hanouam, Indian legend of, 9.
Handley-Page, F., machines by, 196, 252;
new wing design, 271;
height and load record, 272.
Hargrave, Lawrence, ornithopter experiments, 85.
Havilland, G. de, height record, 196, 240;
at Farnborough, 228.
‘Hawk,’ the, Pilcher’s glider, 104.
Hawker, H. G., height record, 240;
Atlantic attempt, 265.
Helicopters: Castel’s, 87;
da Vinci’s, 19;
Berriman on, 87;
Forlanini’s, 87;
Kimball’s, 88;
Kress’s, 88;
Nadar and de la Landelle’s, 71;
Phillips, W. S., 57;
Principle and disadvantages, 85;
Paucton’s, 39–40.
Henderson, General Sir D., 238–9.
Henson, W. S., and Stringfellow, 57;
Patent specification, 57;
Prospectus of company, 60;
end of experiments, 67.
Henson and Stringfellow’s engines, 383.
Hildebrandt, _Airships Past and Present_, 317.
Hooke, Robert, 21, 32.
Hot air balloons, 318–22.
Hydrogen, discovered by Cavendish, 318;
experiments by Leo Cavallo, 318;
balloon, the Charles, 320.
Icarus, legend of, 5.
Ilmarinen, Finnish legend, 9.
Inca legends, 8.
Independent Force, R.A.F., 262.
Indian legends, 4, 9.
Ireland, first flight in, 223.
Italian aircraft war strength, 248.
Janinet, Miollan and, dirigible, 332.
Jeffries, Dr, balloon voyage across the Channel, 326;
scientific observations on balloon voyage, 328.
‘June Bug’ Curtiss aeroplane, 180.
‘Jupiter’ radial engine, 465.
Jutland, seaplanes at, 254.
Juvisy flying meeting, 186.
Kalevala (Finnish epic), legend from, 9.
Kempt Vee-type aero engine, 416.
Kill Devil camp, the Wrights’, 153, 278.
Kite Balloons: the Parseval-Siegsfeld, 376;
Belgian, 377;
in Naval use, 377.
Kitty Hawk, the Wrights’ camp at, 152–3.
Kœnig, winner of German National Circuit, 1911, 230.
Kolb-Danvin aero engine, 445.
Krebs, Renard and, dirigible, 338–40.
Lambert, Comte de, flies round Eiffel Tower, 185, 207, 223.
Lamplough, two-stroke aero engine, 455.
Lana, Francesco, 21;
biographical details, 27–8;
The Aerial Ship, 28–31.
Lanark, meeting at, 1910, 209.
Lanchester, study of ornithopter flight, 85.
Landelle, de la, helicopter project, 71.
Landemann’s distance record, 1914, 242.
Langley, S. P., _Memoir_, 133;
first experiments, 134;
engines, 135;
model machines, 135;
model flight, 137;
construction of full-sized machine, 138;
official report on trials, 140–4;
Wrights’ reference to, 161;
Bleriot copies design, 183;
machine flown by Glenn Curtiss, 243.
Latham, Hubert, flight of over an hour, 186;
at Rheims, 200, 204, 223;
attempts Channel crossing, 213;
height record, 223;
achieves vertical kilometre, 224.
Laurenzo, Bartolomeo, 317.
Laviator two-stroke engine, 454.
Lebaudy, use of air bags, 334;
airships, 348–9, 362;
engines used, 390.
Le Blon, Hubert, 225.
Le Bris, gliding experiments, 77.
Lefebvre at Rheims, 201, 205.
Legagneaux, height record, 241.
Legends of flight, 3–14.
Lenoir engine used by Haenlein, 386.
Le Rhone rotary aero engine, 436.
Lilienthal, Otto, 95–101;
studied by Voisin, 181;
studied by Wrights, 159;
fatal accident, 100.
London-Manchester flight, 217, 220;
Farman machines used, 182.
London-Paris, first non-stop flight, 230;
regular service, 267.
Looping, 262, 272, 303.
Loraine, Robert, early flights, 210.
‘Lucifer’ radial aero engine, 466.
Lunardi, first balloon ascent in England, 323.
L70 and L71, German dirigibles, 374.
_Mahabarata_, legend from, 4.
Mail services, aerial, 231, 268.
Maitland, Brig.-Gen., parachute descent, 379.
Manly’s radial engine, 139, 396, 417.
Marey, _La Machine Animale_, 22,84, 150.
Martinsyde, Atlantic crossing machine, 266;
monoplane, 291.
Maxim, Sir Hiram, aeroplane, 128;
account of experiments, 129–131;
engines and boilers, 384–8.
‘Mayfly’ airship, 362.
Meerwein’s glider, 41–42;
practical conclusions, 42.
Meetings, flying: Berlin, 209;
Blackpool, 195;
Boulogne, 178, 206;
Bournemouth, 198, 207–8;
Brescia, 206;
Doncaster, 206;
Juvisy, 186;
Lanark, 209;
Rheims, 199–206;
Tours, 225;
decay of, 209.
Mercedes-Daimler vertical engine, 402;
6-cylinder type, 459–465.
Metal aeroplane construction, 311.
Mensier, General, report on Ader’s ‘Avion,’ 469.
Miollan and Janinet dirigible, 332.
Mousnier, General, 333;
death of, 334.
Model machines, Langley’s, 135.
Monge, Marey, experiment with Lana’s ‘aerial ship,’ 32.
Mongolfiers, the, first balloons, 42, 316;
Joseph, later constructions, 320–21;
State pension granted, 321;
on dirigible propulsion, 331.
Monoplanes: Ader’s ‘Avion,’ 123;
Ader’s ‘Eole,’ 122;
Antoinette, 290;
Audemars’s ‘Demoiselle,’ 209;
Bleriot’s, 183;
Bleriot’s cross-channel, 212–6, 289;
Deperdussin, 294, 301–2;
Dunne, 229;
Ferguson’s, 223;
first German, the ‘Grade,’ 207;
Goupil’s, 91;
Handley-Page, 229;
Henson and Stringfellow’s, 57–59;
Martinsyde, 291;
Morane ‘Parasol,’ 302;
Moy’s, 90;
Paulhan-Tatin, 295;
Penaud’s design, 89;
Santos-Dumont’s ‘Demoiselle,’ 184.
Montgomery, gliding experiments, 115–120;
death, 120.
Moore-Brabazon, J. C. T., 197, 223.
Mort, G. F., two-stroke engine, 456.
Moy, Thomas, 90.
Mullar, John, legend of, 8.
Nadar’s Helicopter, 71;
work on Aviation, 71;
balloon experiments, 72.
Napier aero engine, Vee type, 412, 414–15.
Nesteroof, looping, 303.
New Engine Co., two-stroke engine, 456.
Nieuport aero engine, 445.
‘Nulli Secundus’ airship, 360.
N.C.4’s Atlantic crossing, 265.
N.S. type airships, 364.
O’Gorman, Colonel, at Farnborough, 226.
Oliver of Malmesbury, 11.
Ornithopter experiments: Brearey, F. W., 83;
Bleriot, 183;
de Villeneuve, 83–4;
Hooke, 32–3;
Meerwein, 41–2;
studied by Wright, 85.
Palons and Beuse aero engine, 445.
Paprier, London-Paris flight, 230.
Parachutes, da Vinci’s, 19, 378;
Veranzio’s, 19–20;
‘Guardian Angel,’ 379;
modern, 379;
Blanchard’s descents, 378;
Cocking’s descents, 378;
Mongolfier’s descents, 378;
Robertson’s descents, 378;
Maitland’s descents, 378;
rate of fall, 378.
Parseval airship design, 351.
Parseval-Siegsfeld kite balloon, 377.
Patents specification, the Wrights’, 479.
Paucton on Helicopter flight, 39–40.
Paulhan: using Farman biplane, 182;
exhibition flying charges, 186;
at Rheims, 201;
London-Manchester flight, 217–220;
first European height record, 223;
Los Angeles height record, 224.
Pegoud, first to loop the loop, 262, 303.
Penaud, Alphonse, 89;
death of, 90;
reference to, 127.
Perugia, Danti’s experiment at, 12.
Peruvian legends of flight, 8.
Phillips, Horatio, investigations, 91;
flying machine, the, 188–9;
W. H., helicopter, 57.
Pilcher, Percy S., work of, 101–6;
death, 106.
Pilots in 1911, list of certificates, 228.
Plane surfaces, Horatio Phillips’ investigations, 91.
Platz, ascent in Schwartz airship, 340.
Pocock’s kite carriage, 56.
Proclamation on balloon ascents, 502.
Puy de Dome flight, 228.
Pyrenees, first crossed by Tabuteau, 227.
Radial engines, see _engines_.
Reconnaissance, War, 253.
Records, 184–6, 193–196–197–199–201, 221–232, 240–2, 269, 272, 306.
Regiomontanous (John Muller), legend of, 8.
Renard and Krebs’ dirigible, 338–40.
Renault aero engines, 415.
Renaux, Puy de Dome flight, 228;
duration record, 230.
R.E. type, the, 304–5.
R.E.P. biplane, construction of, 182.
Rheims flying week of 1909, 199–206, 225.
Richthofen’s ‘travelling circus,’ 251.
Rigid dirigibles (see _airships_), 365–71.
Robert, discovery of rubber proofing, 319;
observations on balloons, 327.
Roberts two-stroke engine, 457.
Robertson’s parachute descent, 378.
Roe, A. V., constructs first triplane, 192;
summary of construction, 195.
Rogers, C. P., flying across America, 231.
Rolls, C. S., cross-Channel flight, 198, 216, 225;
fatal accident, 198, 208.
Rolls-Royce engines, 266, 412–14.
Rome-Tokio flight, 272.
Ross-Smith’s Australian flight, 270.
Rotary engines (see _engines_).
Rougier, at Juvisy, 186.
Royal Aeronautical Society, 72;
Annual reports, 76.
Royal Aircraft Factory, 236.
Royal Air Force formed, 258;
strength of, 258.
Royal Flying Corps, founding of, 235, 238.
Royal Naval Air Service formed, 238;
in the war period, 255.
Rozier, Pilatre de, 322;
death of, 327.
Rubber proofing, discovery of, 319.
Russian air strength in 1914, 249.
Ryneveld, Cairo to Cape flight, 270.
R34’s voyage to America, 370.
R80, British rigid dirigible, 371.
Salmson radial engine, 422–6.
Santos-Dumont: airship constructions, 342–7;
conclusions regarding dirigibles, 345–7;
first effective aeroplane flight in Europe, 180, 221, 285;
designs ‘14 bis,’ 180, 285;
designs ‘Demoiselle,’ 184;
airship engines, 390.
Saracen of Constantinople, the, 7, 10.
Saussure, observations on hot-air balloons, 323.
Schwartz aluminium dirigible, 340.
Schutte-Lanz airships, 358.
Scouting by aeroplane, 210.
Seaplanes at Jutland, 254;
in 1912–13, 295, 300;
of the period, 254;
submarine war spotting, 254.
Seguin, Laurent, inventor of Gnome engine, 428.
Selfridge, Lieut., killed at Fort Meyer, 199, 222.
Sikorsky biplane, 249.
Simon the Magician, 4, 10.
Somali campaign, aircraft in, 271.
Sopwith, T. O. M., duration record, 196;
distance record, 196;
height record, 197.
Specification of Wright patents, 479.
Spencer, Charles, gliding experiments, 82.
Stability, inherent, 262, 292–3, 304.
Standardising, effects of, 187.
Stream-lining, 293.
Stringfellow, John: prospectus of company, 60;
record of work, 65–70;
engine, 67, 69–70;
engine and models at Crystal Palace, 69;
death of, 70.
Sunbeam aero engine, Vee type, 411.
Swedenborg, theory of flight, 35–6.
Synchronisation of propeller and machine gun, 260.
Tabuteau, Maurice, crosses Pyrenees, 227.
Tarrant triplane, 272.
Taube type of machine, 303.
Thible, Madame, balloon ascent, 323.
Tissandier, _La Navigation Aerienne_, 37;
dirigible construction, 337, 390;
flying at Rheims, 201.
Tokio-Rome flight, 272.
Tours meeting, 225.
Trick flying of the war period, 262.
Triplane, A. V. Roe’s, 192, 195, 291;
the Tarrant, 272.
Two-stroke cycle engines (see _engines_).
Védrines in Circuit of Britain race, 220;
wins Paris-Madrid flight, 230;
speed record at Chicago, 240;
winner of Gordon-Bennett race, 294.
Vertical engines (see _engines_).
Vee type engines (see _engines_).
Veranzio’s parachute, 19–20.
Vickers-Vimy Atlantic aeroplane, 266–7;
Cape-Cairo flight, 270;
airships, 362.
Vinci, Leonardo da, 15;
Treatise on Flight, 16–18;
parachute, 20.
Voisin, gliding experiments, 179;
brothers, biplane construction, 180, 286;
machine used by Moore-Brabazon, 197.
Walker, Thomas, _The Art of Flying_, 48–55.
War Office, British aero trials, 1912, 194, 209, 232, 235–7, 296;
first experiments, 225;
aeroplane purchases, 227;
specifications, 239, 300.
War period, the, 246–263, 306–311.
War, provision of aircraft for, 246–9.
Wellner’s dirigible, 331.
Wenham, _Aerial Locomotion_, 72–6.
Wieland the Smith, legend of, 9.
Wilcox, James, first American balloon ascent, 329.
Willows’s dirigible, 359.
Wolseley Vee-type engine, 405–9.
Wright, Orville, accident at Fort Meyer, 199, 222;
flights by, 199.
Wright brothers, biographical, 145–7;
study of gliding, 147, 277;
experiments begun, 148, 278;
on equilibrium, 149, 278;
on engine power, 162;
on propeller design, 169;
first power-driven flight, 170–1, 221, 282;
description of 1905 machine, 175, 283;
contract with U.S. Government, 174.
Wright, Wilbur, at Le Mans, 199.
Young, Dr, experiments, 43.
Zambeccari, Italian balloonist, 327.
Zeppelin, first investigations, 341;
first constructions, 352;
record of constructions, 352–8;
service commercial, 372.
GLASGOW: W. COLLINS SONS AND CO. LTD.
FOOTNOTES
[1] Aeronautical Classes, No. 5. Royal Aeronautical Society’s
publications.
[2] Aeronautical Classes, No. 5. Royal Aeronautical Society
publications.
[3] This list it as given by Wilbur Wright himself.
[4] _Century Magazine_, September, 1908.
[5] _Aeronautical Journal_, No. 79.
[6] _Aeronautical Journal_, July, 1908.
[7] Smithsonian Publications No. 2329.
[8] Fourth Wilbur Wright Memorial Lecture, _Aeronautical Journal_, Vol.
XX, No. 79, page 75.
[9] _Ibid._ page 73.
[10] _Ibid._ pp. 91 and 102.
[11] _Airships Past and Present._
[12] _Hildebrandt._
[13] _Hildebrandt._
[14] Hildebrandt. _Airships Past and Present._
Transcriber’s Notes
Punctuation and spelling were made consistent when a predominant
preference was found in this book; otherwise they were not changed.
Simple typographical errors were corrected; occasional unbalanced
quotation marks retained. Missing or incorrect accent marks in
non-English words were not changed.
Ambiguous hyphens at the ends of lines were retained; occurrences of
inconsistent hyphenation have not been changed.
Text uses both mid-level decimal points (·) and baseline decimal points
(.) These have not been changed in this eBook.
Index not checked for proper alphabetization or correct page references.
Illustrations have been moved, when necessary, between paragraphs and
outside of quoted material.
Pages with illustrations originally included the phrase, “To face page
nnn”. Such phrases have been deleted in this eBook.
Captions for the three illustrations of ‘The Hawk’, on page 106,
originally were below the last one, but are shown here below each one.
“Parseval-Siegsfeld” and “Parseval-Siegsfield” were printed that way,
but both may be mis-spelled.
Page 160: In the sentence beginning “The travel of the centre of
pressure”, the phrase “in the different tests) = 17 lbs.” was printed
that way, with an unmatched right parenthesis.
Page 485: “on the other wise” was printed that way.