Chapter L: M. Wainwright, president of the Diamond Chain Company, of (8)

7 CENTER SPAR: Cylindrical CENTER SPAR: Cylindrical spar
wooden spar, measuring 1½″ dia. about 1½″ dia. at inner end,
for half its length and tapering tapering to about 1″ dia. at
to 1″ at its tip. (L.M. p. 204.) outer end. Located on upper
Located on upper side of wing. side of wing. This center spar
was reinforced (1) by an extra
wooden member on the underside
of the wing, which measured 1″ ×
1½″ and extended to the 7th rib
from the center of the machine;
and (2) by another wooden
reinforcement on the underside
extending out about one-fourth
of the length of the wing.

8 RIBS: Hollow box construction. RIBS: Most of the original
(L.M. Plates 66, 67.) Langley box ribs were
replaced with others made at
Hammondsport. (Manly letter,
1914.) The Hammondsport ribs
were of solid construction and
made of laminated wood. That
part of the rib in front of
the forward spar was entirely
omitted.

9 LOWER GUY-POSTS: A single LOWER GUY-POSTS: Four for each
round wooden post for each pair pair of wings (see Fig. 4), two
of wings (see Fig. 3), 1¼″ in of which were of streamline form
dia. 6½″ long. (L.M. Plate 62, measuring 1¼″ × 3½″ × 54″ long;
p. 184.) and two measuring 2″ × 2″ with
rounded corners, 3′9″ long.

10 The front wing guy-post was The front-wing guy-posts were
located 28½″ in front of the located directly underneath the
main center spar. (L.M. Plate main center spar, 28½″ further
53.) rearward than in 1903.

11 The rear wing guy-post was The rear wing guy-posts were
located 31½″ in front of the located directly under the
main center spar. (L.M. Plate main center spar, 31½″ further
53.) rearward than in 1903.

12 UPPER GUY-POSTS: For each UPPER GUY-POSTS: For each pair
pair of wings a single steel of wings, two streamline wooden
tube ¼″ dia., 43″ long. (L.M. p. posts each 1¼″ × 3½″, 76″ long,
184, pl. 62.) forming an inverted V. (See Fig.
4.)

13 Front wing upper guy-post Front wing upper guy-posts
located 28½″ in front of the located directly over main spar,
main center spar. (L.M. pl. 53.) 28½″ further rearward than in
1903.

14 The rear wing upper guy-post The rear wing guy-posts were
was located 31½″ in front of the located directly over the main
main center spar. (L.M. pl. 53.) center spar, 31½″ further
rearward than in 1903.

15 TRUSSING: The wing trussing TRUSSING: A different system
wires were attached to the spars of wing trussing was used, and
at the 5th, 7th and 9th ribs out the wing trussing wires were
from the center (L.M. pl. 54.) attached to the spars at the
The angles between these wires 3rd, 6th and 9th ribs from the
and the spars to which they were center. The angles between
attached are shown in Fig. 3. these wires and the spars to
which they were attached were
all different from those in the
original Langley machine. (See
Fig. 4.)

CONTROL SURFACES.

16 VANE RUDDER: A split vane VERTICAL RUDDER: The Langley
composed of two surfaces united vane rudder was replaced by a
at their leading edges and single plane vertical rudder
separated 15″ at their trailing which measured 3′6″ × 5′, with
edges, thus forming a wedge. aspect ratio of .7.
Each surface measured 2′3″ ×
4′6″, with aspect ratio .5.
(L.M. p. 214, pls. 53, 54.)

17 Operated by means of a wheel Operated at Hammondsport through
located slightly in front of the the Curtiss steering wheel in
pilot at his right side and at some tests (Zahm affidavit pp.
the height of his shoulder (L.M. 5, 6), through the Curtiss
p. 216, pls. 53, 54.) shoulder yoke in some others
(Manly letter, 1914), and fixed
so as not to be operable at all
in still others (Zahm affidavit
p. 7).

18 Used for steering only. (L.M. Used “as a vertical aileron to
p. 214.) control the lateral poise of the
machine” (Zahm affidavit p. 6),
as well as for steering (Zahm
affidavit p. 7).

19 PENAUD TAIL: This was a TAIL RUDDER: Same size and
dart-shaped tail having a construction as in 1903.
vertical and a horizontal
surface (Penaud tail), each
measuring 95 sq. ft. It was
located in the rear of the main
frame.

20 Attached to a bracket Attached to same bracket at a
extending below the main frame. point about 8″ higher than in
1903.

21 “Normally inactive,” (L.M. Operable about a transverse
p. 216) but adjustable about a horizontal axis and connected
transverse horizontal axis by to a regular Curtiss elevator
means of a self-locking wheel control post directly in front
located at the right side of the of the pilot (Zahm affidavit p.
pilot, even with his back, and 5).
at the height of his shoulder.
(L.M. pls. 51, 53.)

22 Immovable about a vertical Immovable about a vertical
axis. (L.M. p. 214, pl. 56, axis on May 28, 1914, only.
Fig. 1.) No means were provided Thereafter it was made movable
for adjusting this rudder about about a vertical axis and was
a vertical axis in flight. connected through cables to a
“Although it was necessary that Curtiss steering wheel mounted
the large aerodrome should be on a Curtiss control post
capable of being steered in a directly in front of the pilot.
horizontal direction, it was
felt to be unwise to give the
Penaud tail and rudder motion in
the horizontal plane in order to
attain this end.” (L.M. p. 214.)

23 KEEL: A fixed vertical KEEL: Entirely omitted.
surface underneath the main
frame measuring 3′2″ in height
by 6′ average length. Area 19
sq. ft. (L.M. pl. 53.)

SYSTEM OF CONTROL.

24 LATERAL STABILITY: The LATERAL STABILITY: Three means
dihedral only was used for were used for securing lateral
maintaining lateral balance. balance at Hammondsport: The
(L.M. p. 45.) dihedral angle as used by
Langley, a rudder which “serves
as a vertical aileron” (Zahm
affidavit p. 6), and the Penaud
tail rudder. The last two
constituted a system “identical
in principle with that of
Complainant’s [Wright] combined
warping of the wings and the use
of the vertical rudder.” (Zahm
affidavit p. 6.)

25 LONGITUDINAL STABILITY: LONGITUDINAL STABILITY: At
Langley relied upon the Penaud Hammondsport the Penaud inherent
system of inherent stability for longitudinal stability was
maintaining the longitudinal supplemented with an elevator
equilibrium. “For the system of control.
preservation of the equilibrium
[longitudinal] of the aerodrome,
though the aviator might assist
by such slight movements as he
was able to make in the limited
space of the aviator’s car,
the main reliance was upon the
Penaud tail.” (L.M. p. 215.)

26 STEERING: Steering in the STEERING: On one day, May
horizontal plane was done 28, 1914, steering in the
entirely by the split-vane horizontal plane was done with
steering rudder located the vertical rudder which
underneath the main frame. (L.M. had been substituted for the
p. 214.) original Langley split-vane
steering rudder. After May 28th
the steering was done by the
vertical surface of the tail
rudder (Zahm affidavit p. 7),
which in 1903 was immovable
about a vertical axis (L.M. p.
214.)

POWER PLANT.

27 MOTOR: Langley 5 cylinder MOTOR: Langley motor modified.
radial.

28 IGNITION: Jump spark with dry IGNITION: Jump spark with
cell batteries. (L.M. p. 262.) magneto.

29 CARBURETOR: Balzer carburetor CARBURETOR: Automobile type with
consisting of a chamber filled float feed.
with lumps of porous cellular
wood saturated with gasoline.
The air was drawn through this
wood. There was no float feed.
(L.M. p. 225.)

30 RADIATOR: Tubes with RADIATOR: Automobile radiator of
radiating fins. honeycomb type.

31 PROPELLERS: Langley PROPELLERS: Langley propellers
propellers (L.M. pl. 53, pp. modified “after fashion of early
178–182). Wright blades.”

LAUNCHING AND FLOATS.

32 LAUNCHING: Catapult mounted LAUNCHING: Hydroplanes,
on a houseboat. developed 1909–1914, attached to
the machine.

33 FLOATS: Five cylindrical FLOATS: Two wooden hydroplane
tin floats, with conical ends, floats, mounted beneath and
attached to underside of main about 6 feet to either side of
frame at appropriate points, and the center of the machine at
about six feet above lowest part the lateral extremities of the
of machine. Pratt system of trussing used
for bracing the wing spars of
the forward wings; and one (part
of the time two) tin cylindrical
floats with conical ends,
similar to but larger than the
Langley floats, mounted at the
center of the Pratt system of
trussing used for bracing the
rear wings. All of the floats
were mounted from four to five
feet lower than the floats of
the original Langley, thus
keeping the entire machine above
the water.

WEIGHT.

34 TOTAL WEIGHT: With pilot, 850 TOTAL WEIGHT: With pilot, 1170
pounds (L.M. p. 256). pounds.

35 CENTER GRAVITY: ⅜″ above line CENTER GRAVITY: About one foot
of thrust. below line of thrust.

Since I became Secretary, in 1928, I have made many efforts to
compose the Smithsonian-Wright controversy, which I inherited.
I will now, speaking for the Smithsonian Institution, make the
following statement in an attempt to correct as far as now possible
acts and assertions of former Smithsonian officials that may have
been misleading or are held to be detrimental to the Wrights.

1. I sincerely regret that the Institution employed to make the
tests of 1914 an agent who had been an unsuccessful defendant in
patent litigation brought against him by the Wrights.

2. I sincerely regret that statements were repeatedly made by
officers of the Institution that the Langley machine was flown
in 1914 “with certain changes of the machine necessary to use
pontoons,” without mentioning the other changes included in Dr.
Wright’s list.

3. I point out that Assistant Secretary Rathbun was misinformed
when he stated that the Langley machine “without modification” made
“successful flights.”

4. I sincerely regret the public statement by officers of the
Institution that “The tests” (of 1914) showed “that the late
Secretary Langley had succeeded in building the first aeroplane
capable of sustained free flight with a man.”

5. Leaving to experts to formulate the conclusions arising from
the 1914 tests as a whole, in view of all the facts, I repeat in
substance, but with amendments, what I have already published in
Smithsonian Scientific Series, Vol. 12, 1932, page 227:

The flights of the Langley aerodrome at Hammondsport in 1914,
having been made long after flying had become a common art,
and with changes of the machine indicated by Dr. Wright’s
comparison, as given above, did not warrant the statements
published by the Smithsonian Institution that these tests
proved that the large Langley machine of 1903 was capable of
sustained flight carrying a man.

6. If the publication of this paper should clear the way for Dr.
Wright to bring back to America the Kitty Hawk machine to which
all the world awards first place, it will be a source of profound
and enduring gratification to his countrymen everywhere. Should he
decide to deposit the plane in the United States National Museum,
it would be given the highest place of honor, which is its due.

Publication of this statement in the Smithsonian Annual Report presumably should mark the end of the long controversy.

FOOTNOTES

[1] Note that the two families spelled the same name differently.

[2] Owned years afterward by Orville Wright.

[3] First published in _Flying_.

[4] Orville had arranged the camera on a tripod pointing to where he hoped the machine would be after leaving the track. The negative was developed by Orville after his return to Dayton.

[5] The Wrights carried 70 pounds of iron bars in many of the flights of 1904-’05, and could fly with less power than if that load had not been carried. Here is the explanation: The center of gravity of their machine was so far back of the center of pressure on the wings that an air pressure of 70 pounds was required on the top side of the horizontal elevator in front, to make the center of lift and center of gravity coincide. Any downward pressure on the elevator, the brothers reasoned, regardless of whether produced by the air or by a weight, would have to be supported by the main planes. But if the downward pressure is obtained by use of the elevator, then two drags are created, one on the elevator itself, and the other on the wings, in consequence of carrying that extra pressure on the elevator. On the other hand, an equal downward pressure produced by a weight, carried at the same distance as the elevator in front of the wings, would add little to the drag on the elevator, because it would dispose of the necessity for a downward pressure on that part of the machine, and there would then be only the drag on the wings.

[6] All italics used in letters quoted in this chapter are supplied.

[7] Dienstbach was still a resident of New York in 1943.

[8] When the airplane was first considered for military purposes, the Wrights thought the plane could be such a destructive instrument in warfare that no nation, no government, would risk subjecting people to the terrors it could create. Another reason why the brothers thought the machine might prevent war was the possibility that it could be used against those persons chiefly responsible for bringing on a war. That is, if one nation started an attack against another, with or without a declaration of war, the nation attacked could drop bombs on, say, assembled members of the legislature, or the buildings housing the highest officials of the aggressor country. That possibility, it was hoped, would deter any nation from taking warlike steps.

[9] Though there was no agreement in regard to the altitude at which the machine would fly, the Wrights were willing to guarantee 1,000 feet, and said that so far as the machine itself was concerned it could be flown at an altitude of a mile. One of the Germans remarked that half a mile from the ground should be enough, as no gun in existence would be likely to hit so swiftly moving a target at that height.

[10] Afterward a major general.

[11] The Wright monument on top of Kill Devil Hill, ordered by act of Congress and dedicated in November, 1932, is probably the most impressive memorial ever built anywhere in the world to do honor to anyone still living. Reaching sixty-one feet above Kill Devil Hill, with a powerful beacon light at its top, it may be seen for miles. About the four sides of the base reads a legend: In Commemoration of the Conquest of the Air by The Brothers Wilbur and Orville Wright, Conceived by Genius, Achieved by Dauntless Resolution and Unconquerable Faith.

“Anchoring” the once shifting sands of Kill Devil Hill by ingenious planting of suitable grasses and shrubbery provides a memorial in itself, as is the national park of three hundred acres that includes the hill.

[12] A Wright monument at Le Mans, by the sculptor, Paul Landowski, was dedicated in 1920.

[13] A Wright monument at Pau was dedicated in 1931.

[14] From Wright Hill, near Dayton, on which there is a memorial monument, one has a view of the great government aviation center of Wright and Patterson fields, the latter of which includes the Huffman tract. The monument bears the legend: “In Commemoration of the Courage, Perseverance and Achievements of Wilbur and Orville Wright. Through Original Research the Wright Brothers Acquired Scientific Knowledge and Developed Theories of Aerodynamics which with their Invention of Aileron Control Enabled Them in 1903 to Build and Fly at Kitty Hawk the First Power-Driven, Man-Carrying Aeroplane Capable of Flight. Their Further Development of the Aeroplane Gave it a Capacity for Service which Established Aviation as one of the Great Forward Steps in Human Progress. As Scientists Wilbur and Orville Wright Discovered the Secret of Flight. As Inventors, Builders and Flyers, they Brought Aviation to the World.”

[15] Bishop Wright lived to be nearly 89.

[16] The italics in all letters quoted in this chapter are supplied.

[17] A still later plane, the one sold by the Wrights to the United States Government in 1909, was afterward given to the Smithsonian by the War Department, and it was placed on exhibition. It was wrongly labeled as the 1908 plane.

[18] For an account of early Langley and Wright aeronautical investigations, see Smithsonian Report for 1900 and The Century Magazine of September 1908.

[19] Smithsonian Reports: 1914, pp. 9, 219, 221, 222; 1915, pp. 14, 121; 1917, p. 4; 1918, pp. 3, 28, 114, 166. Report of U. S. National Museum, 1914, pp. 46 and 47.

INDEX

Abbot, Dr. Charles G., 318–21, 323–33

accidents and mishaps, 91, 97, 127, 129, 131–32, 161, 221, 229–31,
234, 250, 265

Ader, Clement, 47, 187

Aerial Experiment Assn., 289–94

Aero Club of America, 145, 146, 157, 158, 171, 194, 258

Aéro Club of France, 166, 167, 170, 174, 175, 177, 180, 182, 191,
236, 239, 248–49

Aéro Club of the Sarthe, 244–45, 249, 250, 257

Aero Club of the United Kingdom, 258

_Aeronautical Annual_, 46

Aeronautical Society of Great Britain, 147, 173, 243, 246, 247, 258

_Aérophile_, 166, 168, 170, 174, 179

air pressure, 53–54, 67, 71, 73–76, 80, 291

Alexander, Patrick Y., 147, 173, 191, 217

Alfonso of Spain, 252

Algeciras conference, 188

Alger, Russell A. and Frederick M., 268, 270, 271

Allen, Genl. James, 208, 211, 212, 259

American Assn. for the Advancement of Science, 109–10

_American Magazine of Aeronautics_, 210

angle of incidence, 67–68, 82

AP, 106, 108, 109, 110

Archdeacon, Ernest, 167–68, 170, 237

Arnold (Lt. Genl.), Henry H., 284

_Auto_, 174, 179, 182

Auvours flying field, 234, 241, 243, 247, 248, 250

Baden-Powell, Maj. B. F. S., 246, 247

balance--_see_ equilibrium

Baldwin, Capt. Thomas S., 288–89, 293, 295

Balfour, Arthur, 253

Barnum & Bailey, 203

Barriquand & Marre, 206

Barthou, Louis, 248

Bates, Maj. Genl. J. C., 153

Beacham, Thomas, 95

Beachey, Lincoln, 308

Beard, David, 146

Beard family, 136, 142, 178

Beard, Luther, 139–41

Beck, Mabel, 273

Bell, Dr. Alexander Graham, 3, 289, 307

Belmont, August, 270

Belmont Park Aviation Tournament, 281

Benham, Catharine--_see_ Thompson, Mrs. Samuel

Bennett, James Gordon, 191–92, 219, 222, 251

Bennett balloon race, 207

Berg, Hart O., 195, 196, 197, 201, 204, 233, 234, 236, 238, 246–47

Berg, Mrs. Hart O., 246–47, 248

Bergdoll, Grover C., 285

Berlin _B. Z. Mittag_, 217;
_Lokal Anzseiger_, 254, 261

Berry, Walter V. R., 187

Bertrand, Col. Charles A., 172, 223

Berwind, E. J., 270

Besançon, Georges, 170–71, 174–75, 179, 180, 181

bicycle shop, the Wrights’--_see_ Wright Cycle Co.

bidders on plane for U. S. War Dept., 211

Bierce, Nelson, 174

Billman, C. S., 145, 177

Bleriot, Louis, 239–40, 294

blinkers, 130–31

“bluffeur,” 234, 238

Bollée, Léon, 233, 235–36, 241, 245

Bollée, Mme., 248

Bond, Miss, 24

Bonel, Comdt., 187–200, 203

Boulton, 309

Brewer, Griffith, 244, 247, 258, 314

Brinkley, W. C., 98

British government, 147–48, 151–52

British War Office, 151, 156–57

British Wright company, 284

Brookins, Walter, 274, 279

Burkhardt, J. C., 224

Butler, F. H., 247

Cabot, Samuel and Godfrey L., 115–16, 157, 158

Calderara, Lt., 255–56

Camber, 69–70, 121, 130

Capper, Lt. Col. J. E., 147–48

Carvin, Louis, 257

catapult--_see_ derrick catapult

Celleri, Count and Countess di, 255

center of gravity, 47–48, 121 n., 127

Chandler, Capt. Charles DeF., 212

Chanute, Octave, 47, 48, 52, 68–69, 72–73, 78, 92, 106, 110, 126,
148, 152, 155, 157, 166, 169, 171, 224, 291, 309;
_Progress in Flying Machines_, 46, 52

Chicago--Orville Wright’s speech at, 73–75;
aviation meet at, 279

Chicago _Daily News_, 109;
_Record-Herald_, 105, 109, 278–79;
_Tribune_, 224, 278

Cie. Gén. de Nav. Aérienne, 213

Cincinnati _Enquirer_, 105–107, 123, 125;
_Post_, 145

Claudy, C. H., 231

Cleveland _Leader_, 218–19

Coffyn, Frank T., 275

Collier, Robert J., 270, 282, 285, 286

_Collier’s Weekly_, 146, 220, 223, 225, 270

Coquelle, Robert, 179–81

Cordley, F. R., 195, 197

commercial express, plane first used for, 280

Cox, James M., 134, 135

Crane, Spencer C., 274

Crozier, Brig. Genl. William, 158, 159, 208

Curtiss, Glenn H., 288–96;
tests Langley machine, 308–15, 318;
his alterations, 327–32

Daniels, John T., 95, 98, 102

Dargent, M., 168

Dayton (O.) celebration for Wrights, 258–59;
flood (1913), 283;
_Daily News_, 107, 123, 134–35, 145;
_Journal_, 105–107, 123, 139, 140, 145;
first flight over, 280

Dayton, Genl. Jonathan, 21

Delagrange, Léon, 217–18, 240

derrick catapult, 128, 236, 249

Deutsch de la Meurthe, Henri, 170, 198, 199, 213

Dewey, Orville, 23

Dickin, Mr., 245

Dickson, Capt. T. C., 155

Dienstbach, Carl, 169

Dosher, Joseph J., 56, 103, 217

Dough, W. S., 95, 98

Doumer, Paul, 248

Duchemin, 302

Dunbar, Paul Laurence, 37

Eddy, U. S., 194

Edison, Thomas A., 3

Edward VII, King, 252

Eiffel Tower, 141, 266

elevator, 51, 53–55, 63, 65–67, 82, 127, 131–34

Ellis, E. W., 145, 258–59

engines, 84–86, 121–22, 194

Englehardt, Capt. Paul, 263

equilibrium, 47–49, 50–55, 64, 70–71, 81–83

Esnault-Pelterie, Robert, 170

Estournelles, Baron d’, 245

Etheridge, A. D., 98

Etienne, M., 186

_Evening Item_ (Dayton), 38

exhibition flights, 277–79, 282;
charges for, 277

Farman, Henri, 217–18, 240

Fédération Aéronautique Internationale, 171

Feight, John G., 114

Ferber, Capt. Louis F., 167–73, 181–85, 189

Fiske, Wilbur, 23

flight, the Wrights’ first, 90–119;
Orville’s narrative, 96–102;
telegram, 103–104, 106, 107;
press treatment, 103–11;
cost, 112–14;
public’s reception of story, 114–17

Flint, Charles R., 194, 195, 261

Flint & Co., 194–96, 203, 233

flying-fields, 122, 226–32, 234, 255, 261, 263
(_see also_ Huffman field, Fort Myer, Auvours)

Fordyce, Arnold, 183–91, 198, 200–203, 245

Fort Myer (Va.) tests, 215, 226–32, 260, 293

Foster, Col. H., 152, 156–57

Foulois, Lt. Benj. D., 260, 266

Fournier, Capt., 187

Fouts, William, 145, 178

France, aeronautics in, 166–93, 198–203, 213, 233–53

Frederick William, Crown Prince, 262–64

Freedman, Andrew, 270

French War Ministry, 198–203, 234, 266

French Wright company, 213, 248, 251, 255, 281

Fuller, Maj. Samson M., 162, 165, 208

Furnas, Charles W., 215, 221, 226, 231

Gardner, Gilson, 224

Gary, Judge Elbert H., 269

gasoline motors--_see_ engines

German War Dept., 204–206

German Wright company, 256, 257, 263

Gillespie, Maj. Genl. G. L., 150

Girardville, Capt. Lucas de, 248

_Gleanings in Bee Culture_, 118, 143

Gleichen, Col., 157

gliders, 49–55, 57–75, 79–83, 168–70

Gould, Howard, 270

Grahame-White, Claude, 288

“Great W. J. & M. Circus,” 15–18

“Great Truxell Bros. & LaRue Show,” 33–34

Greater Dayton Assn., 280

Greensboro (N. C.) _News_, 217

Griscom, Lloyd, 256

_Gross, Der_, 262–63

Hamburger, Frank, 145

Hand, Judge Learned, 294

Hare, James H., 220–25

Harmon, Gov. Judson, 259

Harrison, Pres. Benjamin, 36

Harte, 309

Hawthorn Hill, 282

Hazel, Judge John R., 293–94

helicopter, 8–9, 45

Henson, W. S., 309

Herring, A. M., 211, 212

Herring-Curtiss Co., 288, 293

Hildebrandt, Capt. Alfred, 254, 261, 263

Hill, James J., 256

hobble skirt, 247

Hobbs, Capt., 104

horseless buggy, 43–44

Hoster, William, 220–25

Hoxsey, Arch, 274, 275

Hudson-Fulton Celebration, 265, 283

Huffaker, E. C., 69

Huffman field, 122–23, 126 ff., 134–38, 139, 142, 144–45, 157, 214,
274–76, 280, 288

Huffman, Torrence, 122–23, 145

Humphreys, Lt. Frederic E., 266

Hunaudières track, 234, 236, 241

_Illustrierte Aeron. Mitteilungen_, 167, 169

_Independent_, 116

infringers--_see_ lawsuits and Wright patents

Internat’l Aviation Tournament, 281

Italy, aeronautics in, 254–56

Jamestown Exposition, 160

Jamieson, O. F., 145

Jennings, Alice, 25, 32

Johnston, “Corky,” 17

Johnston, Gansey, 14

Johnston, Griswold, 17

Johnstone, Ralph, 275

“June Bug,” Glenn Curtiss’s, 291–92, 294

Kehler, Capt. von, 256, 257

Keidel, Herr, 263

Kelly, Fred C., 141, 326

kite-flying, 12, 50

kite, man-carrying, 52

Kitty Hawk (N. C.), 55–66, 68–72, 79–83, 90–111, 215–25

Kitty Hawk plane, disposition of, 300–33

Knabenshue, Roy, 272–74, 279–80

Koerner, John G., 19–20

Koerner, Mrs. John G. (Catherine Fry), 20

Koerner, Susan Catherine--_see_ Wright, Mrs. Milton

Kohlsaat, H. H., 278–79

Krupp Co., 256

Kumler, Dan, 134–35

LaChapelle, Duval, 275

Lahm, Lt. Frank P., 207–208, 212, 228–29, 266

Lahm, Frank S., 173–77, 179, 180–82, 192–93, 207, 248

Lake, Simon, 195

Lambers, Bernard H., 145

Lambert, Count Charles de, 248, 251, 266

Lambert, Comtesse Charles de, 251–52

“Langley Law,” 138, 301

Langley medal, 302, 303, 309

Langley, Samuel P., 46, 76, 90, 117, 137, 211, 300–303, 305, 306,
309, 310, 312, 313, 318, 323, 330, 332;
_Experiments in Aerodynamics_, 46;
_Experiments in Mechanical Flight_, 46

Langley’s flying-machine, 92, 300–333;
borrowed by Curtiss for test, 308;
how altered, 309–13, 322, 324–33

LaRue, Fred, 33

Lassence, Mayor de, 251

lathe, 12–13

launching--_see_ derrick catapult

lawsuits, 287–99, 308, 309, 313, 325

letter-press, 29

Le Mans, 233–50

Letellier, M., 183–86, 198, 200

Lilienthal, Otto, 45–48, 281, 302;
_Problem of Flying_, 46–47

Lodge, Sen. Henry Cabot, 158

Loening, Grover, 283

London _Daily Mail_, 220, 222, 223, 252

McCormick, Harold, 277–79

McGowan, P. H., 220–25

Mansfield _News_, 180

Manufacturers Aircraft Assn., 296

Manville, Frank, 286

Margherita of Italy, 247

Marriott, 309

Martin, Glenn, 295

Mass. Institute of Technology, 307, 308

material used--cloth in gliders, 66;
wood in planes, 122

Maxim, Sir Hiram S., 47, 90, 309

Maxwell Field, 274

Maynard, George C., 304

Means, James, 46

Melville, Rear Admiral G. W., 117

_Midget_, 31

Michelin Cup, 250

Milling (Genl.) Thomas D., 284

Moore, H. P., 104, 105, 106, 109

Moore, Johnny, 98, 100

Moore, Willis, 51

Morehouse-Martin Co., 280

Morgan, J. P., 256, 269, 270–71

Morgan & Co., 184–85, 187, 189, 268

Morgan, Harjes & Co., 185, 186, 187

Morrow, Harry, 14, 15, 16

Morse, Sherman, 191–92

Mouillard, _Empire of the Air_, 46

Myers, Howard M., 145

Nevin, R. M., 149, 150

New York _American_, 105;
_Globe_, 209;
_Herald_, 111, 182, 190, 192, 217, 218, 219, 222, 224;
_Times_, 227, 289, 295;
_World_, 228

Newcomb, Simon, 116–17, 228

newspapers--_see_ press

Newton, Byron R., 219–25

Nicolai, M., 234

Nicoll, DeLancey, 269

Night and Day Bank Bldg., 271

Nolte, George H., 195

Norfolk (Va.) _Virginian-Pilot_, 104–106, 108, 216

_North American Review_, 117

Northcliffe, Lord, 252, 253, 284

Ogilvie, Alec, 281

O’Neal, “Uncle Benny,” 95

Packard Automobile Co., 268

Painlevé, Paul, 247–48

Paris _Figaro_, 239, 245;
_Herald_, 192, 197, 217–18, 222, 238–39, 245, 246;
_Journal_, 183, 185, 186, 198, 200, 201, 239;
_Matin_, 198, 240

Parmalee, Phil O., 275

Parseval, Maj. von, 257

Parsons, Herbert, 161–62

Patterson Field, 275 n.

Pau, 250–53

Paulhan, Louis, 287–88, 294

Payne, Capt. S. J., 104

Pénaud, Alphonse, 8, 45, 48, 306;
helicopter, 8–9, 45

Perry, Israel, 58–59

Peterkin, Clinton R., 268–69, 271

Phila. _Record_, 105

Picquart, Genl. M. G., 199, 200, 266

Pilcher, Percy, 47, 309

pilot, position of, 214–15

pilots, training of, 255–56, 274, 275, 284–85

Pirelli, Dr., 248, 254

Plant, Mortimer F., 270

_Popular Science Monthly_, 110, 118

press, its treatment of Kitty Hawk flight, 103–11;
of later developments, 123–26, 134–35, 139–41, 145, 190–91;
of (1908) experiments, 216–25;
of Fort Myer tests, 227–28
(_see also_ Paris and N. Y. C. papers)

Press, J. C., 146

printing press, the Wrights’, 30–38

propellers, 86–90, 133, 231;
shafts, 92–94

public’s reaction to Wright experiments, 114–17, 135–42

_Puck_, 141–42

Rathbun, Asst. Secy., 332

Reeder, Catharine--_see_ Wright, Mrs. Dan

Reeder, Mr. and Mrs. George, 21

Reichel, Franz, 245

_Religious Telescope_, 23

_Revue des Sciences_, 166, 291

Richmond (Ind.) _Evening Item_, 15

Rodgers, Cal P., 281–82

Rolls, Charles S., 244, 247

Roosevelt, Pres. Theodore, 160, 161–62, 212, 227

Roosevelt, Theodore, Jr., 227

Root, A. I., 117–19, 142–43

rudder--_see_ elevator

Ruhl, Arthur, 220–25

Ruse, Cordy, 43

Russell, Frank, 271

Ryan, Allan A., 270

Ryan, Thomas F., 270

Salley, D. Bruce, 218–19

Santos-Dumont, Alberto, 107, 115, 141, 166, 170, 192

Savoia, Lt., 256

Scherl, Herr, 254

Schindler, Reuben, 145

_Scientific American_, 143–44, 146, 161, 169, 292

Scott, J. F., 211

Selfridge, Lt. Thomas, 229–30, 245, 290–91, 292

Shaffer, Bert, 9

Shank, W. H., 145

Shearn, Clarence J., 297–98

Shonts, Theodore P., 270

Simms station--_see_ Huffman field

Sines, Edwin Henry, 6, 30, 33, 36, 39, 258–59

Sines & Wright, 30–37

Smithsonian Institution, 46, 137, 300–333

_Snapshots_, 38

Sonnino, Baron Sidney, 256

South Kensington Science Museum, 300, 315, 318

_Sports_, 179, 182

Spratt, Dr. George A., 68–69, 92

Squier, Maj. George O., 229

Stauffer, Amos, 144, 146, 178

Steinmetz, C. P., 4

Studien Gesellschaft, 256–57

Surcouf, Edouard, 238

Taft, William Howard, 150, 152, 153, 158, 162, 211–12, 258, 316–17,
318, 321

tail, 79–83, 86

tail-spin, 81, 128–29, 131

Tate, “Dan,” 80

Tate, William J., 56–57, 59–61, 62, 65, 66, 80, 102

_Tattler_, 37

Taylor, Charlie, 86, 121, 127, 136, 202, 226, 231

telegram reporting Kitty Hawk flight, 103–104, 106, 107

Tempelhof field, 261

Thompson, Samuel, 20

Thompson, Mrs. Samuel, 20–21

Thompson, William Boyce, 286

Thorne, Tom, 41–42

tires, 41

Tissandier, Paul, 248, 250

Tomlinson, John, 145

_Tono-Bungay_, 216

transcontinental plane flight, first, 281–82

Truxell boys, 33

Tunison, Frank, 106, 140

Turpin, C. O., 275

U. S. Board of Ordnance, 150, 153, 154, 155, 158–60, 162–65, 208,
211

U. S. Signal Corps, 208, 211, 212–13, 265

U. S. War Dept., 147–65, 207–209, 213, 226, 305 n.

Vanderbilt, Cornelius, 270

Veblen, Thorstein, 5

Victor Emmanuel of Italy, 256

Voisin, Gabriel, 168–69

Waddell, Theodore, 146

Wainwright, L. M., 90

Walcott, Dr. Charles D., 301–309, 314–15, 318, 325

warping mechanism, 63–66, 79, 81, 132–33

Washington (D. C.) _Post_, 105, 109

Weaver, Henry M., 175, 207

Weaver, Henry, Jr., 175–79, 180, 182, 192

Webbert brothers, 145

Webbert, Mr., 115

Weber, William, 145

Weiller, Lazare, 213, 255

Weiller, Mme., 248

“well-digging,” 81

Welsh, A. L., 275

_West Side News_, 36

Westcott, Robert, 95

Western Society of Engineers, 73, 291;
_Journal_, 75, 291

Whitfield, Forrest, 32

Whitney, Harry Payne, 286

Wilhelm, Kaiser, 204, 256–57, 262, 264

Wilson, Mary, 25

wind-tunnel, 74–78

woodcuts, 29

Wright brothers:
NOTE: This entry covers joint activities only. For individual
activities, _see below_--Wright, Orville, and Wright, Wilbur.
_See also_ Wright Co., W. medals, W. monuments, W. patents, W.
planes, W. records, etc., below.
Ancestors and parents, 19–22;
boyhood, 5–18, 23–28;
early interest in mechanics, 5–9, 25;
lathe, 12–13;
circuses, 15–18, 33–34;
reading, 26–27;
weekly paper, 38;
start bicycle business, 38–39;
begin manufacture and repair work, 39–44
Early interest in aeronautics, 45;
reading on it, 46–47;
experiments in building gliders, 48–55;
first Kitty Hawk experiments (1901), 55–72;
make wind-tunnels, 74–78;
at K. H. (1902), 79;
meet tail-spin problem, 81–83
Develop engine, 84–90;
transmission and propeller problems, 89–90;
power flights at K. H. (1903), 90–95;
first successful flight, 95–103;
get flying field near Dayton, 122–23;
early public trials, 124–26;
track and launching problems, 127–29;
improve records, 130, 137–38;
first complete circular flight, 130, 142;
their first three planes described, 84–94, 112–13, 121–22, 130–34
Early relations with public and press, 103–11, 134–46;
first eye-witness story printed, 143–43;
early dealings with U. S. and British govts., 147–65;
abandon project to demonstrate at Jamestown, 160–61
Their work discussed in France, 166–71;
asked for information and prices, 171–73;
their letter shown at Aéro Club, 174–75;
visited by Weaver, and demonstrate for him, 175–79;
investigated by Coquelle, 179–80;
approached by Ferber for French govt., 182–83;
visited by Fordyce, 183–85;
visited by French Commission, 187–91;
by Alexander, 191;
by _Herald_ reporter, 191–92;
meet Flint in N. Y., 194–96;
go to Paris, 202–204;
to Berlin, 204–206
Negotiations with U. S. War Dept., 208–14;
their bid accepted, 211–12;
add improvements to 1905 plane, 214–15;
go to K. H., 215–25;
publicity begins, 216–25;
in France (1909), 250–53;
to Rome, 255;
plan formation of German Wright company, 257;
to Le Mans for gift bronze, 257–58;
to London for medals, etc., 258;
to Washington for Aero Club medals, 258
Return to Dayton celebrated, 258–59; get Govt. bonus after Fort
Meyer tests, 260;
organize The Wright Company, 268–71;
their only joint flight, 276;
build house at Hawthorn Hill, 282

Wright, “Buster,” 281

Wright Company, 268–71, 278, 279, 281, 283, 285, 286, 288, 295, 296
(_see also_ French--German--British Wright Co.)

Wright Cycle Co., 39–44, 77, 114, 120–21, 148, 176, 271

Wright, Dan, 21–22

Wright, Mrs. Dan, 21

Wright exhibition flights, charges for, 277

Wright, Katharine, 13, 23, 37, 47, 106, 113, 217, 250–53, 261, 262,
266, 280, 284

Wright, Lorin, 22, 25, 31, 81, 106, 281

Wright medals, prizes, etc., 248–49, 250, 257–58, 259, 264

Wright, Mrs. Milton, 5, 6, 7, 11, 20, 22, 26, 34, 91

Wright, Rev. Milton, 5–8, 11, 21–23, 26, 27, 103, 106, 107, 115, 259,
276–77, 278

Wright monuments--Kitty Hawk, 221;
Pau, 250; Dayton, 275 n.

Wright, Orville
NOTE: For joint activities with Wilbur, _see above_, Wright
brothers.
Birth, 23;
boyhood enterprises, 7, 9–12, 13–15;
schooling, 24–25, 37;
letter-press, 29;
printing work, 30–38;
builds press, 34–36;
interest in bicycle racing, 38;
starts bicycle business, 38–44;
illness, 46;
first trip to Kitty Hawk, 61–72;
makes wind-tunnel, 74;
his story of first successful power flight, 96–102;
telegram announcing it, 103–104
Goes to Europe, 202–206;
orders engines in Paris, 206;
to K. H. for practice (1908), 216–25;
to Fort Myer for tests (1908), 226–32;
establishes new records, 229;
to France, 250;
in train accident, 250
Govt. trials at Fort Myer (1910), 260;
goes to Germany, 261–64;
in Paris, investigates French Wright company, 266–67;
trains pilots in Alabama, 274;
opens flying school at Dayton, 275;
further experiments at K. H., 281;
succeeds W. as pres. of The Wright Co., 283;
last trip to Europe (1913), 284;
acquires almost complete ownership of Company, 285;
and sells entire interest, 285–86, 296
Relations and correspondence with Glenn Curtiss, 288–96, 308–33
(_see also_ lawsuits and Wright patents);
dealings with Smithsonian in regard to Langley machine, 307–33
Style of flying, 276;
flying dress, 275–76;
memory, 202;
effective demonstration at a patent-suit trial, 297–98;
comment on cyclists’ notions about steering, 298–99

Wright patents, 49, 83, 130, 271, 273, 281, 284, 287–99

Wright planes: Kitty Hawk (1903), 84–94, 112–13, 300, 315, 318;
1904 model, 121–22, 170;
1905 model, 130–34, 214–15;
1907 model, 202, 204, 206, 233, 234–53;
plane sold to U. S. Signal Corps, 208–13, 226–32;
planes built in Europe from parts sent over, 255;
Model B, 285

Wright planes, prices of, 172–73, 184–85, 208, 211–12, 282

Wright records, 228–29, 238, 240, 263, 264, 281

Wright, Reuchlin, 22, 113

Wright, Wilbur
NOTE: For joint activities with Orville, _see above_, Wright
brothers.
Birth, 22;
boyhood enterprises, 7, 8–9, 12–13, 15;
schooling, 23–24;
illness, 26;
joins O. in printing newspaper, 37–38;
in bicycle business, 38–44;
makes warping device for glider, 49–50;
goes to Kitty Hawk, 58–72;
makes Chicago address, 73–75
Goes to England, 196–97;
Paris, 197–204;
Berlin, 204–206;
appears before U. S. Ordnance Board, and bids, 208;
to K. H. (1908), 215–25;
to France for demonstrations, 226, 227, 233–53;
his records, 238, 240;
at Le Mans, 234–44;
guest of Aéro Club (Sarthe), 244–45;
wins altitude prizes, 248–49, 250;
at Pau, 250–53;
to Rome, 255;
trains Italian flyers, 255–56
Flies at Hudson-Fulton Celebration, 265;
begins training U. S. pilots, 265–66;
last flight as pilot, 276;
dealings with Smithsonian in regard to Langley machine, 301–307;
illness and death, 282–83
Character, 235, 236, 241–43;
memory, 204;
athletic activities, 38

Zahm, Dr. A. F., 309, 322–25

Zens, Ernest, 245

Zeppelin airships, 228

Transcriber’s Notes

Punctuation, hyphenation, and spelling were made consistent when a predominant preference was found in the original book; otherwise they were not changed.

Simple typographical errors were corrected; unbalanced quotation marks were remedied when the change was obvious, and otherwise left unbalanced.

Illustrations in this eBook have been positioned between paragraphs and outside quotations. In versions of this eBook that support hyperlinks, the page references in the List of Illustrations lead to the corresponding illustrations.

The index was not checked for proper alphabetization or correct page references.