davidaulloa/AmericanStories huggingface dataset:
New-York tribune., 1909-11-28

hinged TO the rea- struts OF the tail. and
project some little distance beyond tn
trailing edge of that member. Their brac-
ing. which is an interesting CONSTITUTIONAL
detail, is well illustrated by the accom-
IaEyinS sketch. Their balancing planes
are the hinged portions OF the main decks.
10 which reference has already been made.
They are so mounted that they are free 10
adjust themselves To any natural position.
and In fight would lie IN the aIr-stream
line.
Mr.. Farman uses a single horizontal
plane IN front OF his machine He calls
IL his elevator. II is constructed IN three
sections, so as 10 clear the outrigger
which supports il. its span being greater
than the distance between the main spars
and that member. Sketch No. A.
Hubert Latham's splendid failures IN
his attempted 'cross-Channel fights brought
the Antoinette monoplane into pronli
neuce- II IS considered not only ono
OF the most Interesting but also one
OF the most carefully built flyers in
the market The tail OF this machine IS
different from the rest. It Is at the rear
OF the machine and consists Of two fixed
planes and three movable planes. The
New-York tribune., 1909-11-28

perfnenrs IN gliding az Kitty Hawk prov.I
that after attaining a speed OF about TWEEN
ty-rvs or thirty miles with references % tns
wind, or ten 70 fifteen miles over ths
ground. the machine not only gIsdsd paral-
lei 20 the slope OF the hill. but greatly In
creased It's speed. thus indicating its anii-
ity 20 glide on a somewhat less anSIs than
s5 degrees when they should feel Il SAFE To
rise higher from the surface
The control OF the machins proved even
better than We had dared to expect" sai<
Mr.. Wright, responding quickly 20 TIA
slightest motion OF the rudder.' With thsss
slides their experiments for 1890 closed
Carl Dienstbach. a member OF the AerS
Club OF America and we'll known expsrs
IN the theory and mechanics OF dynan1io
fight. is enthusiastic when speaking or ths
Wrights' idea OF placing the tail OF their
machine in front. The nest instructive as
pecr OF the machine from the behOlder's
point OF view. he says. Is while watching
IL from the rear. at the moment OF those
characteristics "uIunses' from which &c
never fails 10 rise promptly and gracefully
"One then gets the clearest conception OF
the excellent carving capacity Afforded by
the surfaces OF the front rudder and OF ths
cleverness with which thew make up whac
the main surfaces lose IN supporting power
during the plunge. Those front rudder
surfaces are not Only very large compzra-
lively. but are especially Efficient. As thew
are on the foremost part OF the machine.
they rest on the air upon which II IS pos
sible 70 set very firm grip. because thss
air has not yet been disturbed by the pas
N
New-York tribune., 1909-11-28
1T INSPIRES CONFIDENCE.

Mr. Dienstbach said few days ago thar
the Wright machine looked as II II wouII
never fail in fight: that Il inspired a Pc
culiar feeling OF couh1ence and safety az
the precise moment that II careened and
dipped.
1T is a true bird" he added: that -
the whole OF the impression II leaves.
Its high efficiency in fighr at a low power
Is the result Of IFS velvsty grip on ths
air"
There appear 70 be two main points OF
argument in the Wright-Curtiss suit Ons
IS whether or not auxiliary planes. sucA
as used. for instance. by Curtiss. infringe
the Wright patent covering "warpinx' or
twisting the main planes themselves. TIE
other is whether or not IL Is necessary To
use the rear rudder IN conjunction with
either warping the main planes or using
the wing tips.
By their action in bringing suit ths
Wright brothers evidently contend that
Curtiss employs means for operating ths
wing tips in conjunction with the rear
rudder- The drawing in the Wright pat
ent shows that the rudder must movs IN
conjunction with the warpins
Wilbur Wright has explained his tura-
ing circles as follows:
suppose one desired 70 turn 70 the ief-,
To turn merely BY the use or the reas
rudder would result In the machines skid.
ding greatly 10 the right. IN the turn,
the left side OF the machine would nat
urally slow up somewhat. and the rtghs
side would move forward at greater speed
than the left Headway would bs lost.
and at this point the right side OF the
machine would be apt 70 slide down
toward the earth To make a short turn
70 the left without loss OF headway. tha
practice Is 20 warp the right side down
and the left up with the rujder turned
toward the left But IN making this Ierz
turn IL is necessary that the machins -
'heeled over 70 the !sft. 50 that II viii no.
skid. After the turn the planes are straight
ened out and the -udder is brought back n
place OF moved somewhat 10 the right IN
keep In the desired parn'f
New-York tribune., 1909-11-28
A POSSIBLE PLEA.

It is possible. OF course. 10 make turns
OF great radius without the use OF warn
ing. and possibly Mr.. Curtiss viii main.
tain this point 70 OFFSET the contention
on the part OF the Wrights that II 10
obligatory 20 use the rudder n coniunc-
ton.
Referring 20 the Wright patent again,
without the use OF the rudder IN con-
junction with the warping the nachins
would turn on a vertical axis like cork
screw. and so the rudder Is operated stimuli
taneOusly TO correct this tendency. Or
course. the movement OF the rudder 20 ths
one side or the other increases forward
resistance, and this. it is said. may a.
count for the lack OF extreme speed COM
mented upon by foreign writer's. IL
should be recalled. however. that IN ths
Rheims meet the Wright machines were
operated by men who had had less ex-
perienc- as aviat0rs than men like Blsrios.
Latham and Farman. with whom they
were compelled 20 compete.
Orville Wright averaged In a ten-rnils
flight at Fort Myer. Virginia. against tho
wind. speed OF ass miles an hour While
his speed with the wtnd was A. s mile. an
hour.
New-York tribune., 1909-11-28

troll is TO upset the whole machine up
ward or downward. so as TO make 4 COM
plete somersault and bring the front con-
troll 10 the rear as a tail; whereas the
natural action upon horizontal tail At the
rear is 10 keep the longitudinal axis of
the machine parallel TO the line OF advance
and prevent any deviation up or down
excepting by the VIII OF the operator
The newcomer, trying to grasp the un-
familiar tongue, would probably hear some
such rejoinder 10 the foregoing opinion as
this by the man who believed in putting
the tail IN front:
That. In the first place. he did not think
the flying machine. with IFS front control,
was comparable 70 a pole with one sur
face on il. There are two surfaces on the
pole that represent the machine. The main
surface IS behind the centre OF gravity or
whatever point you want TO take as a
pivot tie would emphasize that one OF the
greatest things about d bow control is that
you can See what you are doing. In fact,
he would say. al steering or working
parts should. II possible, be in fun view.
II your bow control breaks, why. YOU
know where YOU are" he says.
New-York tribune., 1909-11-28

fixed members include a vertical and
horizontal plane arranged like the feath-
ers on the shaft OF an arrow. and their
object is 20 fulfil much the same purpose
in respect to the flight OF the machine The
movable members are virtually extensions
OF these planes the continuation Of the
horizontal plane forming the elevator, while
tbs continuation Of the vertical plane makes
a rudder. An additional rudder. working
In unison with the first. is provided be-
meath the elevator (See Sketch No. -
The control OF the monOplane is sf-
fected by means Of two hand wheels and a
pedal. The wheels are placed vertically
on each side of the pilots seat. and lie
Just outside the body OF the machine.
That on the right when moved forward
dips the trailing edge OF the elevator. \
similar movement OF the left-hand wheel
warps the trailing edge OF the right-hand
main wing downward Pressing forward
the right foot puts the trailing edge OF
the rudder over the right, and therefcre
steers the nose OF the machine in the
same direction. In the above the terms
right and left apply 70 the pilot. who sits
facing in the direction OF flight.
New-York tribune., 1909-11-28
AN ELABORATE TAIL.

A tail that is about as fancy as they
make them, so TO speak. is that found in
the DemOiselle monOplane. invented and
successfully operated BY Santos-DumOnt-
This has what is known as a universal
joint. The tail Itself is constructed with
a bamboo rim. but the universal swivel
is formed entirely OF pieces OF tube, IN
the use OF which the inventor IS marked
~ clever. The intermediates T-piece has
one vertical arm that swivels in the
brazed sockets which couple the main
bamboOs together, and the tail Itself
swivels upon the horizontal arm Of tie
T-piece. The sketch also shows the con-
Meeting wires that pass 10 the hand lever
or TIE right and the hand wheel on the
left for elevating and for steering. respec-
lively. and also denotes the presence OF
the small heIcal springs that automati-
cally take up any slack or allow for any
contractiOns in the operating wires. (See
Sketch No. 81
Wilbur Wright says that he and his
brother OrvilIe dropped the tail for what
appeared TO them good and sufficient rea-
sons 1t seems reasonable. is the way he
puts IL. that II the body OF the operator
could be placed in a horizontal position,
as In the machines OF Lilisnthal. Pitcher
and Chanute, the wind resistance could
be materially reduced. since only one
square foot instead OF fve would be ex-
poseC IA a full One-haIf horsepower
could be saved by this change. the Ohio
aviators arranged in their early expert
ments at Kitty Hawk. y. c.. 20 try at
least the horizontal position
Then the method OF control used by
Lilienthal. which consisted IN shifting the
body. did not seem quite So quick or
effective as the case required; so. after
long study. Wilbur Wright added. they
cOntrived a system consisting OF two
large surfaces on the Chanute dOuble-deck
plan. and a smaller surface placed short
distance in front OF the main surfaces.
In such a position that the action OF the
wind upon IL vo7id cOunterbaIance the ef-
feet OF the travel OF the centre OF press
ure on the main surfaces Thus. changes
in the direction and velocity OF the wind
would have little disturbing effect. and
the operator would be required TO attend
only 20 the steering OF the machine. which
was 10 be effected by curvirg the for
ward surface up and down.
With these plans they proceeded IN the
summer OF 1909 TO Kitty Hawk. which Is a
little settlement located on the strip OF land
that separates AIbemarIe Sound from the
Atlantic Ocean. on the frst day that the
machine was tried. Mr.. Wright says. the
wind blew from twenty-five TO thirty miles
an hour. They found that. while 10 vas
supported with man on IL IN a wind OF
about twenty-five miles. it's angle was much
nearer % degrees than s degrees. Even IN
gusts OF thirty miles the angle OF Incidence
did not get as low IS J degrees. although
the wind at this speed has more than twice
the lifting power OF n twenty One-mile
wind
New-York tribune., 1909-11-28
THE MANY CONSIDERATIONS.

TIE way that The aeronauricol elect talk
over such things shows how many are The
coasid ararions thar enter into the delicate
construction OF q Eeavier-than-a ma
chine. should not the front control be az
the rear instead OF the frout9 such man
viii ask. Imagine a long pole balanced on
2 horizontal AXIS at its middle, and carry
lnE q horizontal surface ~ one end. he viii
argue.
Under the action of the WIND the sur
face VIII be carried 70 the rear like the
vsne OF a weather cock II We hold the
pole so that the surface Is at the front end
facing tie wind. the whole arrangement Is
IN q state % unstable equilibrium requir-
ing an EFFORT To keep II in place Is not
this the case with the front control OF a
rving machine9 tie landlubber expert VIII
insist. and would il not be better 10 use a
horizontal tail az the rear? Il IS 50 ap-
narent, he viii say, that the natural action
Of the wind of advance upon the front con-
New-York tribune., 1909-11-28
just Where They Ought To Be Placed-Eront
or Rear-and How Shaped. Is Causing
Keen Discussion Among Aviators.

Almost everything has an end. but there
IL a. yet no end in sight 20 the tests OF
real aviators and the theories advanced
by students lamp "aeronauts~ as 10
where the tail 81 a flying machine should
10. even granting that there should he
srv tan at all which. by not a few rnenl-
hers OF the aeronautic fraternity. r. by
no means acknow lodged. The man who
aoasted that he was Versed IN three Ian
siiages. viz. English. golf and baseball,
would tiud. II he sat in a circle of aero
rautlc experts. that a new language Is
nov struggling out Of its swaddiinE
clothes In many wsys he would be dis
couraced when he first attempted 10 grasp
ne talk ~ a few choice spirits learned Ia
ser01autic lore.
A base hit can oe seen. and a putter can
e handled. but the waves that exist IN
the ocean OF air. unlike tie waves which
a-.rate tile ocean of water. are usually In
visible. The man who wishes 20 become
sdspt. II only FOR converssti tional purposes.
n the parlance os the latest and most
fascinating sport of conquerIng these in
visible but treacherous atmospheric waves,
must pay strict attention TO everything
that the well read aerouauts say and then
A. of by himself 10 reaC and ponder.
where should the tai az a Iiyins me-
cl.ue le placed? II sounds easy. Should
-Hs tail bc "a front or in the rear Il
sounds foolish. should a flying machine
have any tan az auc II begins TO sound
as the pratrle Of infants. only - reason
ale. Draw your chair 50 as 10 he within
easy hearing range while a group Of
r-1ftssi0uai. scientific seTonauts, near
aeronau-s. aviaI0rs who can ave and
those who only wish with all Their hearts
and souls that they could. ask and answer
Questions that pertain 10 such little de-
-aL a. how the tail " a Aging machine
should 5e shaped anc where put on.
New-York tribune., 1909-11-28

square feet surface. These rear planes
drive the aeroplane up or down in place
of the usual front horizontal rudder. (See
sketch No. -
On the Herring-Curtiss aeroplane there
IS a horizontal control surface containing
twenty-four squa-e feet placed ten feet in
front Of the main planes, and a smaller
adjustable horizontal surface ten feet IN
the rear. doubl5 front rudder Is also
used If desired, but it is said that either
one Is ample for vertical steering The
rear horizontal rudder halves 4 vertical
rUdder OF about the same area The meth
eds OF control conform rather 10 European
ideas than 20 those OF the Wright brothers.
(Sce No.
New-York tribune., 1909-11-28
LOSS OF HEADwAY THE PERIL.

The dangerous thing is loss Of headway.
As long as an aviator has good storage
way he viii not have a very bad faH II
he loses headway the belief of many is
that a bow control Is q safer proposition
than tail control, because the centre OF
pressure, when fl fight az small angles.
Is well forward. The weight has % 60
forward when tie speed is up. Cndoubted-
~ the front control Is the most effective,
and for this reason. il not handled prop
erly. is the most dangerous. II can cause
q fcre-dOwnward plunge IN u flash. But it
can also. II Is s-ssertsl. check a plunge
more effectively than a rear control The
action of the front control. however, is
limited b. the position and area Of the
tail, supposing there Is one.
For example, a horizontal tail ten feet
n the rear Of the machine viii have, il
Is said, a more stabllizing effect than a
tail hye feet IN the rear. the cause for
this is the leverage. Hence the power OF
< front control will be less in the first ease
than in the second.
Bleriot uses four horizontal stabnizing
planes IN The rear Of his mouoplane. The
centre ones. Of about seventeen square
feet surface. are fixed. A. the outer edge
OF each Of these ~ a movable UP operated
IN conjunction with the warpiug OF the
wings. by means OF the lever and gear in
vented by Bleriot- Thirteen feet from the
rear edge Of the main plane there Is
vertical rudder, Of about four and oEe-half
New-York tribune., 1909-11-28

THE WRIGHT ARRANGEMENT.
Wilbur and OryiIle Wright. disregard
ing the fashion which prevails among
birds. have placed the tail in front OF their
apparatus and called II = front rudder-
This double surface 'front.' ruGder. hori-
zontal used for steering up and down. II
I476 feet by 20 feet. An examination
shows that its planes are pivcted 10 two
uprights which are held IN place by being
fastened 70 the Upturred ends of the skids.
and by two braces which extend from the
lower planes 70 The middle Of the up
rights. 70 remove the same IL is only
necessary 10 dIsconnect the rod connect
ing the rucGer with the operating lever.
situated 10 the left OF the operator. and 10
disccnnect the uprights from the skids and
diagonal braces. Tho removal OF a brace
connecting the skids allows them 70 be
folded back outwardly against the front Of
tie planes
The rear edge is lL4s ceet from the front
edge cf Tie ,aain planes This ruGder is
capable of being curved 50 rs 70 present
a concave surface 10 the wind. This IS
tilted up and down by moving = lever at
the left hand backward or forward ic-
spectively. The rudder is normally Un-
curved and HORIZONTAL hut curves simul-
forward OF the lever Cured. the rudder
gives more power than II fat, and goes
through tire air easier. Then. too. the
centre OF pressure moves about less tnan
II It were fat or had fixed curve.
Fer steering 10 the left or right. and IN
conjunction with the warping Of the planes
there IS a double surface vertical -uCder.
each surface being 81 feet deep by 80 feet
high. The front edge OF this - So feet
from the rear edEe OF the main surfaces.
To steer 10 the left the lever az the right
hand Of the operator C''f' in figure u is
moved forward; 20 steer 10 the right the
reverse IS done. The wires CD run hack
70 the rUdder Irom the crOssba
The rear rUdder IS supported by two
horizontal struts which are stepped on the
top OF their respective planes. These are
braced against horizontal movement by
diagonal wire stays. Diagonal stays IN
tie plane formed by the struts brace
against vertical movement. The one ex-
tend!Lg from the lower plane 20 the upper
brace has ~ SIS centre a length Of closed
heIicaI spring In the event OF the ru3der
striking the ground first fl the landing this
viii allow Of this brace stretching and
he rudder rising. thus preventing damage
10 the latter The removal OF these struts
from their steps allows the rudder 10 be
brought close against the frames. With
Two squads OF men working on both the
front and rear rudders Il should be almost
e matter Of seconds rather than minutes
20 disconnect the front and rear rudder OF
a Wright aeroplane.
New-York tribune., 1909-11-28

automobile owner are 20 be traced 10 er-
rOrs OF selection. But there are plenty.
in most cases. for which the car Is not re-
sponsible. II is essential. II full service Is
TO be obtained from any car. that IL be
properly kept. a thorough understanding
OF the thousand little details of matnten-
ance Is a necessity; a fun acquaintance
with all the parts OF the car and their re-
lations and uses Is a required preliminary
TO such knowledge. To give such an un-
derstanding OF che points that lead 10 a
proper selection and 20 follow with COM
plete exposition OF the construction OF va
rious types OF cars and with the points In
vOlved in their maintenance, Is the purpose
OF this series.
New-York tribune., 1909-11-28
IMPORTANCE OF TAIL.

The ts-. OF ruoder. oc III aeroplane j..
~ course. a. important item How many
persons who Uamped 70 Governors Isl
aol. Nineola. Morris Park and Fort Myer
-r were charmed by the Wondrous aerial
d.s-.ay az Rheims last summer could de-
scribe. IN even a crude way, the shape,
.acauol ana approximate size or the vari-
Gus fvirg machine tails they saw And
Ser each different angle or variation ot
a-v sort represented deep thought on the
~--- u the inventor or adapter. They
R-s-e designed by men who. when talk
sa-1uau-ical IS begun, VIII join in i one
of -lelr number expresses views on, for
Instance. the waves Of the air. Tie cas-
..f remark that The waves 81 The air are
5. al s.zes, from tho small ripples which
cause sound, Up 10 b.lloWs 30 large that
rr- distance from crest 10 crest = meas
--e5 tv miles IS not only understood by
-Fe expert. but goes without saying. such
rrer vlu tell a. ambitious newcomer who
nay io.1 the group that such vast Undula-
lions are possible IN the atmosphere be-
cause tsc air g SO much lighter than
water.
TIE emphatic tuporrancc ot q tail OF
--Elc- -s obvious when an aviator Under
STANDS mat there are streams and strata
az 1-LerELL te--- llt-l i1LtA e. ll- l-->a 49,
s5ove -he other, IL The atmosphere. He
knows rnat il Is not UNCOMMON 70 hrd
va-r and hence Nght stratum OF air dow
N rapidly over co-d. dense, nearly
aim rs-er In such cases the warm, light
sir raises waves of enormous size ID
,c-d. 54-se air below. Just as wind blowing
over Ire surface u the water starts waves
IN -1s- element Tne newcomer Is nke4y
20 begin 70 feel now that the aeronauuc
gars Is longer than nine innings.
Is N aviator. then. going 70 be careless
sac-r tre rail of has dyirg machine NoI
% a-- marked degree. Bu- there Is great
-ar-a-.-r in The design Of these important
.s-t7-z .r the science q fight and m lie
-s.ar.ve position they occupy with respect
.a -rr machine as a whole. Each man.
a---re--ly. feels himself n be the pest
.15-- a. ~ the kind cf tail has machiie
New-York tribune., 1909-11-28
NOT UP TO MODERN STANDARDS.

Your wifes new hat makes her look like
a queen said the man who tries 20 be
complimentary.
Don't let her hear you say that" an
swered Mr. Blggins. Il have looked
through the histories and ! never Yet saw
a picture OF a queen who looked as II she
employed a first class milliner. "-Washing-
ton star
New-York tribune., 1909-11-28
HENRY FARMAN'S MACHINE.

SprightIy varil-ion IN the business end
OF flying machines is found among the for
elgn types. Henry Farman, the champion
long distance nyeT, has a tail on his aero
plane that is a biplane in itself. Of approx
iElately seven feet span. Its decks are
constructed ike the IaIin decks, and ara
similarly surfaced. The rudder IS in du-
p'icate, the two vertical planes constituting
tins member working in unison. They are
New-York tribune., 1909-11-28
TESTED AERoPLANE AS KITE.

Their system OF twisting the surfaces 20
regulate the lateral balance was tried. and
found 70 be much more effective than shift
ias the operators body. On days when the
wind was too light 90 support the machine
with a man on IL the Wright brothers test
ed II as a kite. working the rudders by
cords reaching to the ground Further ex-
New-York tribune., 1909-11-28
COUNTING THE COST.

Redd-Did his aerOplane cost him much ,
Greeue-Four weeks Ia the hospital
Youkers statesman.
New-York tribune., 1909-11-28
rHE HIGHER CRITICISM.

The Ciergyman-But my friend WV
make use OF such ah0minahie Oarhsr
The MOtOrcyCiist-AbOmina no vo1
Know any better onese-Harper Weekly