New-York tribune. [volume], May 19, 1919, Page 3, Image 3

About New-York tribune. [volume] (New York [N.Y.]) 1866-1924

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Destroyers Fail
To Find Trace
Of Lost NC-3
Continued from preceding page
'losing: boat float inn high; no serious
Image apparent. Fairfax will tow to
KuVsoon as practicable depend
"?. 0? state of -sea.' Che cable was
,?nt a: 8 a. m. and was signed by
Admiral Jackson.
^?Received 4:15 p. m. from Rear
Admiral Jackson at Ponta Delgada:
?present weather conditions westerly
'\e sky overcast, visibility eight
!*ic's sea rough. Forecast continues
strong southwesterly or westerly
?,lds to-day, becoming westerly to
northwesterly and diminishing in
velocity Sunday night or early Monday
(morning. 1308 (9 a. m., New York
ti?6)-' " , ,- ?. ?i-i
-Received at 4:1' p. m. from Admiral
J.ckson: 'All available destroyers
.;0;nir:tr scouting line north from t orvo,
Luting westward. U. S. S. Columbia
directing the scouting line. I ox.is and
Florida have boon ordered to join in
search for NC-3. 1230 (8:30 New York
time ?
JVC's Designed
To Bomb U-Boats
Transatlantic 'Plane s
S u g g e s . e d in 19 l 7
b\ Admiral Taylor
WASHINGTON, May 18.?American
, . eaplai , which have und? r
taijen the firsl flieht aercss the Atlan
,;'. Ocean, ?ver? built especially for
|,ombing ? ibmar nes, and in
?, g thi ?r design Rear Admirai
David W. Taylor, chief of the bureau
of construction and repair, had in mind
t--e f ? E ships capable of
fi'yirig across the ocean, so r.s to avoid :
?iffjeuiti ef delivery during the war.
This was disclosed to-day by the
Navy Deparament, which made public
th? foil? wing memorandum sent by
Admiral Taylor on August 25, 1917, to
Naval Constructor \V. ?'. Westervelt,
his assi tanl for aeronaut ics.
?The United States motor gives pood
. promise of being a success, and if we
can pU aii-plane end it
. ems to m : the submai ?ne menace
: be abate ;. ? ven i:' not destroyed,
fron, th?1 air.
"The ideal solution would bo big fly?
ing boat- or th.[uivalent that w?
be able to k? pi : r. ?t air i in any
weather and a!-;? able to fly across the
Atlantic to avoid diffi "...' ies of de?
livery, etc."
Admiral Taylor, after discussion of
the problem with his assistants, di?
rected the preparation of tentative
plans.
Early in :; : r, Glenn II.
Curtiss, of the Curtiss Aeroplane and
Motor Corporatioi . nd his engin? ? rs,
W. L. Gilmore ai i Henry Kleckler,
came to Wash? t the i .-y's in?
vitation to
and they co?pci n ivy
throughout the
of the ship. A i of the
* design made ? vv is tesl
ed by Dr. A. 1 . Z_ the v, id tun?
nel at th V . Navy Y:"'1
Consl ruci in ber
?nd coi:. . inder , a
navai c i - r. wi - dirt :ted !.'? de
. sign the hu boat. A series ? :'
mode', s of I wei le up and
?tested bv i tructors McEatee
and 11 the 1 w ig ba in a:
the Wa ?hi, . ?ard ; nd the
best of the ? : adopted.
The engin pi ni design was the
jwork of the Bui i of St? am Engi
jfieering and it v ; to instal
ithrec Lil ? rty n ' : ??-. In D< cember,
[WIT. a ti - made with the
|Gurtis3 compan; for ;...:i:r:g four of
?the boat,, but . .- ? pai s of the
craft weie i . ? mber of fac?
tories. Th? :. :. the first of the
?Wats, wa . and made a
' succ?s,';! flight i Octi ?er 1, 191*.
The month of S ? ?? was spent
:- -h?:'-'- : ' ? tl ? ? ? \('-l and
?tony flight . ' - A Fter making
various min .? was apparent
'?*?'*'? the flying pari of the craft could
sustain a greater load if more power
?;*ere ;.?. ? ...-, decided to
?add a fourth ei gine.
??- The second boar was completed in :
March. 1910, and successfully flew
'v:'h a tal ?1 ?, ? :' 28,000 pounds.
J'~'- NC-3 ;.: d NC ; were completed
?f-'- month. It had been intended to.
.??y all four boats across the Atlantic,
but an accident to the NC-1 led co
the decis on i p ace the wings of the
-N'r:- on her, and tl i on.j I ? ree ves?
sels wer" left available for the start
of th< flig
Pan-American Aero
Convention Praises
Navy for Sea Flight
ATLANTIC CITY, N. J., Mav 13. A
I ting tl e Navy De
\ Nrtment an I those who 1 ad a hand in
B>e trau jatlai - c ? ,h1 of tl e navy';
Keaplai
'"' n of the Second Pai .merican
?eronau? c Convent on. '1 he resolu
Bon says;
the men ber? of the Pan
aeronautic Convention heard
?ith
?? the decision to bridge
by a:r the great span between the Old
*?ld and the New and have viewed
Wl'h '??? i tep conceived
?ii. executed :
' we, In formal con
; ' a ?embled, hereby tender our
? congratulation? to th?;
?}K ": ' ' ' l\\ ,?'??: States Navy
^?i those oi bin deparan? ? ? wl ose co
**frat,0n has gecared for this hemi
) , "'"? '"'J':'' ? proud moment of peace
ltti triumph, and to th? cr? wt wl -, ??? ? ?
^?nee and daring have made their
kwontry pUm-eers in BOCi, coura~( ....
??ronautic acl even ent."
Raynham Mishap
Bhrw to Hawker
?e*t of Sea Hace Marred
When Hrilon Is Forced
to Make Flight Alone
By Fiarry f.. Tudor
tHrettor, thi Air Pilote1 Bureau
Knoiv.r,, both Hawker and Raynham
?roo*,, loc.ation with British
? *u'" '-?'. prior to the m t,
?*? *?y that each teget?ed their pro
poser! competitive flight across the At?
lantic as an aeronautic duel, pure and
.-imple.
The best of friends personally, they
both regarded winning the trans?
atlantic pennant as part of the day's
CO ALM A N D E R M A C K E N 7.1E
GRIEVE
Navigatoi- of trie Sopwith 'plane
which Hew for Ireland yesterday.
?.vork in conniption with their duties as
employes of the Sopwith and Martin
and Handyside firms. They have been.
'.veil aware that success on the part of
either would be merely a "sporting
'.vin." and that the Americans, through
their elaborately prepared-for flight,
would be regarded as the actual pio
of air tri vel across the Atlantic. '
Flight Their Life Ambition
Both Hawker and Raynham have told ;
me at different times that a successful ;
flight between America and Great Brit?
ain was their life ambition. In 1913
Hawker was the soie survivor of the.
seaplane race around Britain. It was
sheer determination under the disad?
vantage of a disabled arm and bodily .
in -hat brought him through.
On beint: complimented on his pluck
he replied thai he would want more
than he had already shown when he
could get a machine capable of cross?
ing "the pond." Following this event
Hawker returned to Australia and be
came identified with aeronautical prog?
ress in that country, breaking several
altitude records.
Raynham's principal, crass-water ex?
ploit was his flight in an Avro hydro
aeroplane to Helgoland -one of the
tests that Germany demanded be filled
before che purchased the machine.
This was in 1912, and although the
long talked of German invasion seemed
a.-; far distant as ever Rynham after
ward expressed regret that the Avro
had not failed in the test and so
balked Germany's desire to learn the
design and principles of the machine.
Race Marred by Mishap.
Aftor the weeks of weary delay cul?
minating in yesterday's jump off, 1
believe Hawker is no less disappointed
than Raynham at the latter's mishap.'
Neither of them cares for the plaudits
of a solo accomplishment where the
zest of the contest has been marred.
So far as Great Britain is con?
cerned the congratulations of the en?
tire nation will be most sincerely ac?
corded the commanders and crews and
designer of the NCs. As a matter of
fact, every aeronautical enthusiast in
the world has hoped that the United
States would attain distinction in
aerial effort. The backwardness of this
country heretofore has not been the
fault of American aircraft designers
or aviators or would-be flying men.
Ti\e accomplishment of the transat?
lantic flight by American flying craft
^s^^^S^??^ll
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_- ti.
Important events in the history of heavier-than-air machines are. briefly,
as follows:
1500 -Baptiste Dante made glider flights near Lake Trasimene, Italy. ,
1500 Leonardo da Vinci sketched a parachute, an ornithopter and a helicopter.
1742?Marquis do Bacquevillc, using imitation flapping wings, flew from his house
on the Seine to Garden of Tuileries.
1781?Karl Meerwein, of Baden, computed the area of a spindle-shaped man-sup?
porting surface, from proportions of bird weight, and wing surface. These
figures were later substantiated by Lillienthal. Aviator was fastened
to the middle of the under surface, holding a rod which operated the
wings. One attempt by Meerwein was unsuccessful.
1809?Sir George Cayley built a glider of 300-foot wing surface which skimmed
the ground and sailed from hilltops.
1842?-Hanson patented a monoplane to be driven by a steam engine. It had a
wing span of 140 feet.
1855?Captain Le Bris made a partially successful flight with his glider.
1871?M. A. Penaud built a toy model which flew 131 feet in the Garden of the
Tuileries.
1S77?William Kress made a model fitted with two propellers and double control.
1890?Clement Ader, near Gretz, France, experimented with a monoplane.
driven by a forty horse-power motor.
1891?Lillienthal began experimental flights with monoplane gliders near Berlin.
1893?Horatio Phillips constructed a multiplane aeroplane, with wings superim?
posed, after the principle of Wcnham. It was equipped with a 5.5
horse-power motor and one propeller.
1894?Sir Hiram Maxim built a three-man carrying machine with propellers op?
erated by a 300 horse-power engine. Total weight 8,000 pounds. Machine
was wrecked.
1895?Percy S. Pilcher built monoplane gliders which operated successfully.
1896?Professor S. P. Langley's steam-driven toy monoplane model flew over the
Potomac successfully for over 3,OHO feet, at from twenty to twenty
five miles an hour.
1900-?Wilbur and Orvillc Wright experimented with gliders with arched surfaces
and adjustable rudder in, front.
1903 -Wright brothers' machine, weighing 7F0 pounds, flew at speed of thirty to
thirty-five miles per hour for period ot twelve seconds.
1905?Wright brothers flew for a distance of twenty-four miles in thirty-eight
minutes.
1906?Santos-Dumont made the first officially recorded ICuropean flight, leaving
the ground for a distance of thirty-six feet at the rate of twenty-three
miles per hour. In another flight he remained in the air twenty
one seconds and flew a distance of 700 feet, winning prize offered by
French Aero Club.
1907?Delagrange demonstrated a Voisin biplane, and Henry Farman, an Eng?
lishman, flew a Voisin over 2,500 feet in "i'I.'i seconds in a straight line.
1908?Henry Farman made a complete circuit of about a mile in one and
one-half minutes. Delagrange flew at Milan in a Voisin machine
covering a distance of ten and one-half miles in sixteen minutes. Glenr
II. Curtiss'flew his June Bug at the i-ate of Thirty-nine miles per houi
Henry Farman remained in air for 21.5 minutes, flying three-quarters
of a mile and carrying a passenger. Orvillc Wright, made officia
flights at the Camp of Auvours, surpassing French records for dura?
tion, distance and height. Later he made a flight of one hour's duration
followed by one of on?i hour and thirty-one minutes' duration, covering
forty-two miles. He also made another flight of one hour's duratior
with passenger. Farman made first 'cross-country flight from Chal?n:
to Rheims, a distance of sixteen miles, in twenty minutes. The firsi
great aeronautical salon held in Paris, more than a dozen full-sized
machines be;ne exhibited. Orville Wright made flight of two hours
and nineteen minutes' duration, with passenger.
1909?Cap'ain Spelterini, an Italian officer, explored the Alps in neighborhood
of Mont Blanc. Latham, in trial miles over the Channel, fell into
the sea seven miles from shore. Bleriot crossed the Channel from
Calais to Dover in thirty-seven minutes. Glenn H. Curtiss won the James
Gordon Bennett Cup in an international speed race at Rheims. At?
tained a speed of forty-three miles per hour in Curtiss machine. Seven
aeroplanes were in air. Wilbur Wright flew around the Statue of
Liberty in New York Harbor. Henry Farman broke the world's record
for distance, covering 1 -4 "? miles in four hours, eighteen minutes and
fifty-three seconds. Paulhan broke the world's record for altitude, at?
taining a height of 970 feet.
1910? Latham set the world's record f,or altitude, climbing 3,281 feet in a
flight of forty-two minutes eleven and two-fifths seconds. Paulhan
surpassed Latham by climbing 4,163 feet. Demonstrated bombing
"rom aeroplane. Sommer established the world's record in flight with
three passengers, covering 4.3 miles. Curtiss. made Albany-Governor's
Island flight of 135.4 miles in two hours and thirty-two minutes. It
was the first flight in which a river was used as a guide in aerial high?
way. Latham surpassed Paulhan in altitude flight, attaining 4,541
feet at Rheims. Curtiss, leaving Atlantic City, flew over sea for a
distance of 49.6 miles in one hour and fifteen minutes at height of
1,600 feet. McCurdy received and sent wireless messages from an
aeroplane at Sheepshead Bay. Dfexel, at Lanark, raised world's record
for altitude to 6,604 feet. Leblanc flew one mile in fifty-three seconds,
break ng speed record. Legagneaux set altitude record for the year at
19,171 feet at Pau. Labuteau set distance record for the year of 362
miles ,at Buc,
1911?Curtiss successfully rose from water, making a sustained and controlled
flight after experiments extending over several years. Eugene Ely
alighted on and flew from the deck of a battleship at San Francisco.
McCurdy flew from Key West to shore off Havana, a distance of ninety
nine miles, in two hours. Lincoln Beachey flew over Niagara Fails
and through the Gorge. C. T. Weyman flew a Nieuport monoplane
at eighty miles per hour. Prier flew from London to Paris, 290 miles,
without a stop.
1912?-Fowler flew across continent from Jacksonville, Fla., to San Francisco.
2,232 miles, thus making the first transcontinental flight. Lieutenant
Andreadi flew from Sebastopol to Odessa and Petrograd, covering 1,860
miles in twenty-seven days. Lieutenant Lybousky flew from Sebastopol
direct to Petrograd, a distance of 1,612 miles, in thirty days. Carros
set altitude for year of 18.4S0 feet at Tunis. Jules Vedrines won
the James Gordon Bennett Cup, flying a 400 horse-power Deperdussin
monoplane at 105 miles per hour.
1913??Biclovucio, flying a Hauriot, crossed the Alps. Perreyon set altitude record
for year of I'D,270 feet. Provost established speed record of 126.59 miles
per hour. Robert Fowler flow across Isthmus of Panama. Brindejonc
flew from Paris to Warsaw, stopping at Berlin, a distance of 933 miles
in eleven hours. Verplank and Haven made an all-water trip fron
Chicago to Detroit, following the line of the Great Lakes. Distance
880 miles. Pegoud made the first voluntary loop-the-loop, in a Bleriot
monoplane. Sopwith produced the first small, high-speed biplane o!
the "scout" class, with a speed of ninety-two miles per hour.
1914?- -Trials of the America, a Curtiss flying boat, built to fly across the
Atlantic.
1916?Curtiss tri-plane flying boat made successful trial flights in England.
1914-1918?Aviation developed to its highest degree, with many new com?
mercial and battle models produced.
1919.American NC seaplanes make successful 'cross-ocean flight.
and American crews will supply the
necessary impetus to commercial avia?
tion throughout the United States.
There are to-day thousands of experi?
enced air service men anxious to stay
in the game, even to their financial
disadvantage. I anticipate an imme?
diate boom that will solve the prob?
lems of many of them.
NC>3 Able to Signal
On Ten-Mile Cireuit
Coupling Wireless With "Skid
Fin" the Only Trick That Is
Left Them to Summon Aid
There is one way in which Lieuten?
ant Commander R. A. Lavender, radio
operator of the missing seaplane NC-3,
can communicate with the destroyers
searching for him, despite the fact that
the surface sending set was discarded i
at Trepassey, N. F., before the machine j
started for the Azores.
He can couple up the wireless tele?
phone set with which the seaplane is
equipped to the "skid tin" aerial
stretched between the two tins on the
extreme edges of the upper wings of
the seaplane. In this manner he would
be able to talk by word of mouth over
an approximate distance of about ten
miles, which if persistently kept up
might be caught by one of the search?
ing destroyers.
By inserting a sending key in tin
place of the telephone transmitter he
would be able to use the set as a wire?
less telegraph sending apparatus, in
which case the range would be ex?
tended by four or five miles. The only
difficulty in this case would he due
to the fact that he would be sending
on "undamped" waves which the de?
stroyers are not especially equipped to
receive. There is no reason, however,
why the operators of the destroyers
should not connect up their receiving
instruments in such manner as to re?
ceive the "undamped" signals.
American Flying Club
Gets All Flight News
y etc Wireless Service Only Otii
of numerous Features f:
interest Aviator Member:,
Up on the roof of the American Fly?
ing Club, at 11 East Thirty-eighti-:
Street, a brand new radio outfit sput?
tered and sparked. It was picking up
the latest news from The transatlantic
fliers as they beat their way onward
through the Azores fogs.
Below in the clubrooms, while the
crowds in the streets pressed close
around newspaper bulletin boards, a lit?
tle knot of United States army aviators
h?ve a choice selection off
MEN'S BLUE SUITS
("Altmami standard")
at . . . $45.0(0)
The materials are navy lb lune serge and ?mnfin.shed
worsted, in the right weights for the warmer days
now, and the approaching Sanmimer season? The
coats are in ?models sun table to wear with white
flannel trousers?,
(SIXTH FLOOR)
?jEafctscm atenu? ?jftft?j &tenue* $eto iork
Htyvtploutty street C?irt^fifti) street
: sat at their ease getting the freshest
! tic-tails of the big feat toward which.
' the eyes of the world were turned.
That is a sample of the sort of ser
? vice the latest aviation club in America
: is going to render its members. It is
a sample, too, of the sort of service
that, the club purposes to pass on to
; the public as soon as its machinery is
fully operating.
"Our object," said Lieutenant John
P. Cahen, special representative of the
AN ARMY
OF TEN THOUSAND
Investors have purchased Five
Hundred and Fifty Million
Dollars of our
GUARANTEED MORTGAGES
with never a dollar of loss, a
record of which we feel justly
proud.
"35 years -without lo?s to
our Investors."
LAWYERS MORTGAGE CO.
RICHARD M. HURD, President
Capita! .Surplus & Pr. $9,000,000
38 Liberty St..N.Y. 1S4 Montague St.,"Bka.
club, just back from overseas service,
"is to see to it that aviation remains
a live thing to every man, woman and
child in the country."
It is equally, or perhaps even more,
their object to see to it that every
American aviator is provided with a
rendezvous of a sort which, they de?
clare, never before has been possible.
"First of all," said Lieutenant
Caben, "our organization is an arm;.
organization. The government and the
United States army are actively behind
it. Major General Charles T. Men
oher, head of the aviation section, is
our honorary president. Major C?d?
erai Leonard Wood is our honorary
vice-president. Practically every
American flyer you ever heard of is
a member. Every American flyer you're
ever going to hear of is Roing to be.
And American flyers are first, last an.i
ail the time to be made to realize that
it is their club and no one else's, to
be run as they wish."
Nine weeks ago the new organization
moved into its present quarters on
Thirty-eighth Street. The actual be?
ginning, though, was made just a year
ago on the flying fields of Flanders.
Credit for that beginning is given by
the boys primarily to Laurence L.
Driggs, the magazine writer.
Louis Bleriot, Channel
Flier, Says Americans
Make His Feat Small
PARIS, May 18. -All the newspapers
pay warm tribute to the feat of tho
American seaplanes in flying across
the Atlantic from Newfoundland to the
Azores, and say that May 17 mark.:
one of the great events in the history
of the world.
Louis Bleriot. in the "Excelsior," re?
calls his flight across the English
Channel ten years ago. He said his
flight at that time was deemed an ex?
traordinary performance, but. it was
insignificant compared with the bril?
liant exploit of the American naval '
officers. He declares that none better
than he is able to appreciate their
prowess, and says he is glad to see
the Americans succeed, although
French aviators showed the wav.
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General purpose trunks,
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steamer trunk-, fibre ward?
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