+ | OF CAUTIOUS |
+ OF CAUTIOUSA black and white illustration of a biplane flying over a landscape with trees.
+1½ net.
+
+PERCIVAL MARSHALL & C° =
+
+Ex Libris
+
+#odel Engineer Series handbooks.
+
+**ACCUUMULATOR:** How Made and Used.
+No. 3.
+**ELECTRIC BELL:** AND ALARMS.
+No. 4.
+**ELECTRIC BATTERIES.**
+No. 5.
+**ELECTRIC BATTERIES (Cont.)**
+No. 6.
+**ELECTRIC BATTERIES (Cont.)**
+No. 7.
+**ELECTRIC BATTERIES (Cont.)**
+No. 8.
+**SIMPLE ELECTRICAL WORKING MUDER**
+No. 9.
+**SIMPLE ELECTRICAL WORKING MUDER (Cont.)**
+No. 10.
+**SMALL DYNAMO AND MOTOR.** How to Make
+No. 11.
+**INJECTION CIRCUIT FOR AMATEURS**
+No. 12.
+**CUTTER'S GUIDE TO ELECTRICAL CIRCUITS AND DECK CIRCUITS**
+No. 13.
+**MAGNETICITY FOR MODEL STEELERS.**
+No. 14.
+**SMALL ELECTRICAL BOY'S EXPERIMENTS.**
+No. 15.
+**ACCUUMULATOR GAS: How to Make and Use It.**
+No. 16.
+**ELECTRIC EXPERIMENTS IN STATIC ELEC-
+TRICITY**
+No. 17.
+**ELECTRIC EXPERIMENTS IN STATIC ELEC-
+TRICITY (Cont.)**
+No. 18.
+**PATENTS: Simply Explained**
+No. 19.
+**PATENTS: Simply Explained (Cont.)**
+No. 20.
+**ELECTRIC LIGHTING FOR AMATEURS**
+No. 21.
+**ELECTRIC LIGHTING FOR AMATEURS (Cont.)**
+No. 22.
+**SMALL ELECTRICAL MEASURING INSTRU-
+MENTS**
+No. 23.
+**THE BEGINNERS GUIDE TO THE LATHE,**
+No. 24.
+**AND OTHER SMALL MACHINE TOOLS**
+No. 25.
+**A GUIDE TO STANDARD SCREW THREADS**
+No. 26.
+**A GUIDE TO STANDARD SCREW THREADS (Cont.)**
+No. 27.
+**SMALL PHOTOGRAPHIC EXPERIMENTS**
+No. 28.
+**SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.)**
+No. 29.
+**SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.)**
+No. 30.
+**SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.)**
+No. 31.
+**ELECTRICAL APPLIANCES: Simply Explained,**
+No. 32.
+**ELECTRICAL APPLIANCES: Simply Explained (Cont.)**
+No. 33.
+**ELECTRICAL APPLIANCES: Simply Explained,**
+No. 34.
+**ELECTRICAL APPLIANCES: Simply Explained (Cont.)**
+No. 35.
+**ALTERNATING CURRENTS: Simply Explained,**
+No. 36.
+**ALTERNATING CURRENTS: Simply Explained (Cont.)**
+No. 37.
+**MAGNETS AND MAGNETISM: Simply Explained,**
+All items $0.40 each, or $0.75 post free.
+
+PERCIVAL MARSHALL & CO.,
+26-29 POPPEN'S COURT, FLEET STREET,
+LONDON, E.C.
+
+
+
+
+| Page Number |
+Description |
+
+
+
+
+| No. 3 |
+ELECTRIC BELL AND ALARMS |
+
+
+| No. 4 |
+ELECTRIC BATTERIES |
+
+
+| No. 5 |
+ELECTRIC BATTERIES (Cont.) |
+
+
+| No. 6 |
+ELECTRIC BATTERIES (Cont.) |
+
+
+| No. 7 |
+ELECTRIC BATTERIES (Cont.) |
+
+
+| No. 8 |
+SIMPLE ELECTRICAL WORKING MUDER |
+
+
+| No. 9 |
+SIMPLE ELECTRICAL WORKING MUDER (Cont.) |
+
+
+| No. 10 |
+SMALL DYNAMO AND MOTOR. |
+
+
+| No. 11 |
+INJECTION CIRCUIT FOR AMATEURS |
+
+
+| No. 12 |
+CUTTER'S GUIDE TO ELECTRICAL CIRCUITS AND DECK CIRCUITS |
+
+
+| No. 13 |
+MAGNETICITY FOR MODEL STEELERS. |
+
+
+| No. 14 |
+SMALL ELECTRICAL BOY'S EXPERIMENTS. |
+
+
+| No. 15 |
+ACCUUMULATOR GAS: How to Make and Use It. |
+
+
+| No. 16 |
+ELECTRIC EXPERIMENTS IN STATIC ELEC-
+TRICITY. |
+
+
+| No. 17 |
+ELECTRIC EXPERIMENTS IN STATIC ELEC-
+TRICITY (Cont.). |
+
+
+| No. 18 |
+PATENTS: Simply Explained. |
+
+
+| No. 19 |
+PATENTS: Simply Explained (Cont.). |
+
+
+| No. 20 |
+ELECTRIC LIGHTING FOR AMATEURS. |
+
+
+| No. 21 |
+ELECTRIC LIGHTING FOR AMATEURS (Cont.). |
+
+
+| No. 22 |
+SMALL ELECTRICAL MEASURING INSTRU-
+MENTS. |
+
+
+| No. 23 |
+THE BEGINNERS GUIDE TO THE LATHE, |
+ | AND OTHER SMALL MACHINE TOOLS. | | No. 24 | A GUIDE TO STANDARD SCREW THREADS. | | No. 25 | A GUIDE TO STANDARD SCREW THREADS (Cont.). | | No. 26 | SMALL PHOTOGRAPHIC EXPERIMENTS. | | No. 27 | SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.). | | No. 28 | SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.).
SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.).
SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.).
SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.).
SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.).
SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.).
SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.).
SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.).
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SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.).
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SMALL PHOTOGRAPHIC EXPERIMENTS (Cont.)... |
+
+
+
+
+Page Number
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+
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+
+Page Number
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+
+Page Number
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+Page Number
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+Page Number
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+Page Number
(no spaces)(cont.) (cont.) (cont.) (cont.) (cont.) (cont.) (cont.) (cont.) (cont.) (cont.) (cont.) (cont.) (cont.) (cont.)&...
+
+# USEFUL BOOKS.
+
+The Gas Engine Manual.
+A Practical Handbook of Gas Engine Construction and Operation.
+Part I. The Ignition System. Chapter 1 - Section 1. Ignition. II. Valve Gear. Chapter 2 - Section 1. Valve Gear. III. Cylinder Construction. Chapter 3 - Section 1. Cylinder Construction. IV. Intake and Exhaust Systems. Chapter 4 - Section 1. Intake and Exhaust Systems. V. Fuel Supply Systems. Chapter 5 - Section 1. Fuel Supply Systems. VI. Engine Diagrams of Various Engines. Chapter 6 - Section 1. The Compressor Engine Diagrams. VII. The Diesel Engine Diagrams. Chapter 7 - Section 1. The Diesel Engine Diagrams. VIII. The Gasoline Engine Diagrams. Chapter 8 - Section 1. The Gasoline Engine Diagrams.
+Part II. The Combustion Process. Chapter 9 - Section 1. The Combustion Process.
+Part III. The Gasoline Engine Diagrams.
+Part IV. The Diesel Engine Diagrams.
+Part V. The Gasoline Engine Diagrams.
+Part VI. The Diesel Engine Diagrams.
+Part VII. The Gasoline Engine Diagrams.
+Part VIII. The Diesel Engine Diagrams.
+Part IX. The Gasoline Engine Diagrams.
+Part X. The Diesel Engine Diagrams.
+Part XI. The Gasoline Engine Diagrams.
+Part XII. The Diesel Engine Diagrams.
+Part XIII. The Gasoline Engine Diagrams.
+Part XIV. The Diesel Engine Diagrams.
+Part XV. The Gasoline Engine Diagrams.
+Part XVI. The Diesel Engine Diagrams.
+Part XVII. The Gasoline Engine Diagrams.
+Part XVIII. The Diesel Engine Diagrams.
+Part XIX. The Gasoline Engine Diagrams.
+Part XX. The Diesel Engine Diagrams.
+Part XXI. The Gasoline Engine Diagrams.
+Part XXII. The Diesel Engine Diagrams.
+Part XXIII. The Gasoline Engine Diagrams.
+Part XXIV. The Diesel Engine Diagrams.
+Part XXV. The Gasoline Engine Diagrams.
+Part XXVI. The Diesel Engine Diagrams.
+Part XXVII. The Gasoline Engine Diagrams.
+Part XXVIII. The Diesel Engine Diagrams.
+Part XXIX. The Gasoline Engine Diagrams.
+Part XXX. The Diesel Engine Diagrams.
+Part XXXI. The Gasoline Engine Diagrams.
+Part XXXII. The Diesel Engine Diagrams.
+Part XXXIII. The Gasoline Engine Diagrams.
+Part XXXIV. The Diesel Engine Diagrams.
+Part XXXV. The Gasoline Engine Diagrams.
+Part XXXVI. The Diesel Engine Diagrams.
+Part XXXVII. The Gasoline Engine Diagrams.
+Part XXXVIII. The Diesel Engine Diagrams.
+Part XXXIX. The Gasoline Engine Diagrams.
+Part XL - Section 1 - General Information on the Use of the Book.
+
+The Model Locomotive : its Design and Construction.
+
+Chapter I - General Principles of Locomotive Types, III - Principles of Locomotive Construction, IV - Locomotive Types, V - Locomotive Construction, VI - Locomotive Operation, VII - Locomotive Maintenance, VIII - Locomotive Accessories, IX - Locomotive Specifications, X - Locomotive Specifications, XI - Locomotive Specifications, XII - Locomotive Specifications, XIII - Locomotive Specifications, XIV - Locomotive Specifications, XV - Locomotive Specifications, XVI - Locomotive Specifications, XVII - Locomotive Specifications, XVIII - Locomotive Specifications, XIX - Locomotive Specifications, XX - Locomotive Specifications, XXI - Locomotive Specifications, XXII - Locomotive Specifications, XXIII - Locomotive Specifications, XXIV - Locomotive Specifications, XXV - Locomotive Specifications, XXVI - Locomotive Specifications, XXVII - Locomotive Specifications, XXVIII - Locomotive Specifications, XXIX - Locomotive Specifications, XXX - Locomotive Specifications, XXXI - Locomotive Specifications, XXXII - Locomotive Specifications, XXXIII - Locomotive Specifications, XXXIV - Locomotive Specifications, XXXV - Locomotive Specifications, XXXVI - Locomotive Specifications, XXXVII - Locomotive Specifications, XXXVIII - Locomotive Specifications, XXXIX - Locomotive Specifications, XL - Locomotive Specifications.
+
+The A.B.C.' of Dynamo Design.
+
+Folding Parts of Wire-Wave Dynamo.- Chapter I- General Principles of Dynamo Design.- Chapter II- General Principles of Dynamo Design.- Chapter III- General Principles of Dynamo Design.- Chapter IV- General Principles of Dynamo Design.- Chapter V- General Principles of Dynamo Design.- Chapter VI- General Principles of Dynamo Design.- Chapter VII- General Principles of Dynamo Design.- Chapter VIII- General Principles of Dynamo Design.- Chapter IX- General Principles of Dynamo Design.- Chapter X- General Principles of Dynamo Design.- Chapter XI- General Principles of Dynamo Design.- Chapter XII- General Principles of Dynamo Design.- Chapter XIII- General Principles of Dynamo Design.- Chapter XIV- General Principles of Dynamo Design.- Chapter XV- General Principles of Dynamo Design.- Chapter XVI- General Principles of Dynamo Design.- Chapter XVII- General Principles of Dynamo Design.- Chapter XVIII- General Principles of Dynamo Design.- Chapter XIX- General Principles of Dynamo Design.- Chapter XX- General Principles of Dynamo Design.- Chapter XXI- General Principles of Dynamo Design.- Chapter XXII- General Principles of Dynamo Design.- Chapter XXIII- General Principles of Dynamo Design.- Chapter XXIV- General Principles of Dynamo Design.- Chapter XXV- General Principles of Dynamo Design.- Chapter XXVI- General Principles of Dynamo Design.- Chapter XXVII- General Principles of Dynamo Design.- Chapter XXVIII- General Principles of Dynamo Design.- Chapter XXIX- General Principles of Dynamo Design.- Chapter XXX- General Principles of Dynamo Design.- Chapter XXXI- General Principles of Dynamo Design.- Chapter XXXII- General Principles of Dynamo Design.- Chapter XXXIII- General Principles of Dynamo Design.- Chapter XXXIV- General Principles of Dynamo Design.- Chapter XXXV- General Principles of Dynamo Design.- Chapter XXXVI- General Principles of Dynamo Design.- Chapter XXXVII- General Principles of Dynamo Design.- Chapter XXXVIII- General Principles of Dynamo Design.- Chapter XXXIX- General Principles of Dynamo Design.
+
+Wireless Telegraphy for Amateurs.
+
+A Handbook on the principles of Radio-Electricity and the construction and operation of wireless telegraph apparatus for amateur use.
+
+Chapter I-Fundamentals and Principlies and Properties of Radio-Electricity.
+
+Chapter II-Fundamentals and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Properties and Processes
+
+USEFUL BOOKS—continued.
+
+Practical Lessons in Metal Turning. By PERCIVAL MARSHALL, A.M.Inst.B.
+
+Constructional Drawing and Draftsmanship. Including Application, I.T.P.
+Quadrant and Machine Tools, etc., with Practical Exercises. By J. H. B. WILSON.
+Engineering Mathematics Simply Explained. By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Second Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Third Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Fourth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Fifth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Sixth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Seventh Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Eighth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Ninth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Tenth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Eleventh Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twelfth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirteenth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Fourteenth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Fifteenth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Sixteenth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Seventeenth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Eighteenth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Nineteenth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twentieth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twenty-First Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twenty-Second Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twenty-Third Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twenty-Fourth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twenty-Fifth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twenty-Sixth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twenty-Seventh Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twenty-Eighth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Twenty-Ninth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirty-First Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirty-Second Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirty-Third Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirty-Fourth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirty-Fifth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirty-Sixth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirty-Seventh Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirty-Eighth Edition). By R. H. BURTON.
+Engineering Mathematics Simply Ex-
+plained (Thirty-Ninth Edition). By R.H.Burton
+Gas Engines: their Advantages, Action
+and Construction, by JAMES WATSON, M.A., F.R.S.E., F.R.I.C.S., F.R.S.M.E., F.R.S.L., F.R.S.T., F.R.S.W., F.R.S.W.E., F.R.S.W.T., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E., F.R.S.W.T.E.,
+Gas Engines: their Selection, Erection
+and Operation, by JAMES WATSON, M.A.,
+Part I: Design with Perpetuum, Advantageous Power of Gas Engines, and
+their Construction, by JAMES WATSON, M.A.,
+Part II: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part III: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part IV: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part V: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part VI: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part VII: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part VIII: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part IX: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part X: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XI: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XII: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XIII: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XIV: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XV: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XVI: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XVII: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XVIII: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XIX: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XX: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XXI: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XXII: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XXIII: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XXIV: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XXV: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XXVI: The Use of Gas Engines in Various Industries, by JAMES WATSON,
+M.A.,
+Part XXVII: The Use of Gas Engines in Various Industries, by JAMES WATON
+Gas Producers for Power Purposes.
+
+By W.C.J TUDOR.
+
+For the use of Engineers and Draughtsmen on all kinds of work requiring power from gas engines or gas boilers; also for the use of those who wish to learn the principles and practice connected with the construction and operation of gas engines and boilers.
+
+The book is divided into two parts:
+
+PART I.—The Principles and Practice Connected with the Construction and Operation of Gas Engines and Boilers.
+
+PART II.—The Principles and Practice Connected with the Construction and Operation of Steam-engines and Boilers.
+
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+[API_EMPTY_RESPONSE]
+
+![]() A black silhouette of a person with a suitcase on their back, standing in front of a waterfall.
+
+FLYING MACHINES :
+PAST, PRESENT, AND FUTURE.
+
+A POPULAR ACCOUNT OF FLYING MACHINES,
+DEROIBLE BALLOONS AND AERoplanES.
+
+BY
+ALFRED W. MARSHALL
+Member of the Institution of Mechanical Engineers.
+Associate Member of the Institution of Electrical Engineers.
+
+FULLY ILLUSTRATED.
+
+THIRD EDITION.
+
+![]() A logo with the text "ALFRED W. MARSHALL" and a stylized design.
+
+LONDON
+
+PERCYVALE MARSHALL & CO.
+30-32, Parnell's Corner, Park Street, B.C.
+
+CONTENTS
+
+
+
+ | TABLE OF CONTENTS |
+ PAGE |
+
+
+ | PREFACE |
+ v. |
+
+
+ | PREFACE TO THIRD EDITION |
+ vi. |
+
+
+ | CHAPTER I.—INTRODUCTION |
+ 9 |
+
+
+ | II.—DIRIGIBLE BALLOONS |
+ 27 |
+
+
+ | III.—FLYING MACHINES |
+ 57 |
+
+
+ | IV.—THE ART OF FLYING |
+ 106 |
+
+
+ | V.—FLYING MACHINES OF THE FUTURE |
+ 116 |
+
+
+
+SCHUMER LIBRARY
+
+PREFACE
+
+WHILST the matter contained in this book is intended as a popular exposition of the subject it includes information which may assist the reader with serious intentions of making a study of the subject or of designing a flying machine. A great deal of sound experimental work has been done by many investigators forming a basis upon which future plans can be calculated. An account of some of this work is given in these pages, but it is not possible to give any idea of what has been accomplished and that which may be possible. Further sources of information are indicated so that the reader may extend his search if he desires to do so. It has been thought advisable to omit purely mathematical formulae or to attempt calculations for designs as these are beyond the scope of the book.
+
+Flying machines of the past are taken to be the models and machines used by experimenters of that time. The results obtained in taking of the grotesque or mythical aerial machines which, though placed on record in various publications, have probably only existed in imagination or upon paper. Flying machines of
+
+VII
+PREFACE
+
+the present are taken to be those which have been constructed and tried within the last two or three years. As regards flying machines of the future, the reader is left to picture those for himself with the assistance of Chapter V.
+
+In mentioning certain experimenters it is remembered that they did excellent work also. Boulard who will consult the pages of Engineering, the Encyclopedia Britannica (sub-ject "Aerostation"), "Progress in Flying Ma-chines" by Chanute, "Navigation Arienne" by Lecorm, Aviation depuis 1891", by Ferber, and others, have contributed much to our knowledge and their work with extended attention upon aerial navigation and machines. These sources have been consulted in the preparation of this volume, and I wish to make grateful acknowledgment. They also wish to pay a tribute of respect to the brave pioneers who have sacrificed their lives in endeavouring to advance the art of mechanical flight.
+
+PREFACE TO THIRD EDITION
+
+In this edition some new matter is added to the section on flying machines of the present and modi-
+fied which was necessary in other parts. Rapid developements have taken place in the use of flying machines during the last few years, and one of their most important accomplishments which is prominent from all others is the wonderful flight of M. Blériot across the English Channel from Calais to Dover.
+Cross country flights have been made by the French aviators, and by Mr. H. G. Wells, F.R.S., E. Elton, Farman and others. Paulhan has flown 96 miles at Brooklands track, Farman has flown 112 miles at Rhins and 150 miles in 4 hours 32 minutes at Chalkham Camp. The Court de Lambert has flown 100 miles in 3 hours 45 minutes. Tower in Paris now takes flying sound and shows the Tower about 300 feet from the top, the total height of his flight being thus about 1,200 feet, and length approximately 30 miles. The con-
+struction of aeroplane flying machines is becoming more and more a part of the businesses of the day. An important feature is the sudden advance into favour and success of the monoplane type of machine, honours being about
+
+![]() A black-and-white photograph of a man in a suit standing next to a tall tower with a sign that says "Tower" on it.
+
+viii
+PREFACE TO THIRD EDITION
+
+equal between that and the bipedal pattern.
+Humankind has been so completely transformed and has taken its place amongst the representatives of every-day life. Though fatal accidents have cost the lives of Captain Forber and Lechures, each of these men was a skilled aviator, and such accidents, including those to the Englishman Hopkinson, are rare. The majority of fatal accidents are no more alarming than those which occur in other enterprises. In fact the loss of human life by flying accidents is exceedingly small in comparison with the progress of the art.
+
+The following pages contain the various machines which ought to be regarded as of general character; alter-
+ations are being frequently made by makers and aviators in the arrangement and proportions of their fliers. My thanks are due to Messrs. T. W. K. Clark and Co. of Kingston-on-Thames, for the loan of the Wright Glider, Plate XIII, and for the loan of the drawing of the launching gear, Plate XIV.
+
+A. W. M.
+
+![]() A large blimp-like airship with a pointed nose and a cylindrical body. It is tethered to a platform on land.
+PLATE 5. - Blimp - Latrobe's "Military Zeppelin" - La Patrie."
+
+![]() A black and white drawing of a stylized human figure with a large, abstracted head and body. The head is divided into geometric shapes in shades of black, gray, and white. The body is also composed of geometric shapes, with a prominent vertical line running down the center. The background is plain white.
+
+PLATE 10. THE HAMMOND MARINE "VIRGINIA" OF 1875.
+
+PLATE IV.--An Earlier Deutsch dirigible.
+
+CHAPTER I
+
+INTRODUCTION
+
+A T the present day the fascinating problem how to make a successful flying machine is still before us, and we have not yet solved it.
+
+The custom of regarding any attempt to navigate the air as an indication of madness on the part of the experimenter has passed away, and is now generally regarded as a matter of course. It is hoped that our country shall not be foreclosed in the art of aviation.
+
+This subject is attractive because of the large amount of chance or luck which exists in respect to it. No one has so far made a flying ship or apparatus which can only ascend into the air, but which can also descend in due direction under all conditions of wind and weather.
+
+There is so much possibility that machines may be invented which will fly in the true direction in which to proceed. Work on a large scale can only be done at very heavy expense, but probably the majority of experimenters will find it more profitable to make trials with model machines. Really useful experience can be gained at comparatively trifling expense in this way, and a would-be con-
+
+10 FLYING MACHINES
+
+quency of the air can fairly assume that without actual experiment of some sort no reliance can be placed upon his designs, however potent they may look on paper. Designers of airships have ranged from those who have taken the principle of buoyancy as their basis of construction; they look for the solution of the problem by an apparatus which will lift them up into the air, to those who have used balloons. Others hold a contrary opinion, directing their efforts to the perfection of machines which are heavier than air, disregarding entirely the principle of buoyancy. The reason for this is that a machine must raise itself as well as have the power to move in a horizontal direction. The first has been achieved by means which have been introduced to define this type of construction, and machines in which some form of screw propeller or vibrating plane is relied upon to produce lift. It is only when these devices are perfected that designers appear to be those who have adopted the principle of buoyancy as affording a temporary lift to enable them to move horizontally. This recovery would render practicable the use of machines "heavier than air". The earliest designers seem to have adopted the idea of machines heavier than air, but it was not until 1853 that any real progress was made towards what was actually accomplished. Designs of more or less fantastic shape have been proposed, but only appear upon paper; any real attempts have all occurred during comparatively recent times.
+
+INTRODUCTION 11
+
+years. Some inventors were no doubt men of capability, and deserved to have gained some success, but they were not sufficiently cautious or methodical, and in making ambitious trials fraught with danger, they did not make sufficient use of that great deal of very useful and reliable work has, however, been accomplished by men of scientific ability, and placed on record; the novice can, therefore, learn much by studying the results of these experiments and utilising them as a starting-point for his own work, whether his faith in the airship which he proposes to build is strong or weak. Such a study will give an idea of the size and propor-tion of parts to accomplish a given result. In considering the problem of aerial navigation it is necessary to consider the air as a fluid, and this is decidedly real and tangible thing. Because air is invisible the mind does not easily picture its existence, but it is a fact that it is a fluid capable of service in sustaining and transporting material objects. Aeronauts have, however, recorded their experience of descents in which the air appeared to be solid. The pressure of the atmosphere at sea level is 150 pounds per square inch, or 100 cubic inches weighing 31 grains; the wind which we feel exerts a palpable pressure, and is merely air in a state of column and flow of motion. It is evident that in order to lift a weight requir-ing an enormous amount of force, architects and engineers who design large or tall structures require a base which will resist such a force. Aeronauts know that when a body is moving through the air it is acted upon by a force called drag, which is blowing with a velocity of 10 to
+
+
+| Years. | Some inventors were no doubt men of capability, and deserved to have gained some success, but they were not sufficiently cautious or methodical, and in making ambitious trials fraught with danger, they did not make sufficient use of that great deal of very useful and reliable work has, however, been accomplished by men of scientific ability, and placed on record; the novice can, therefore, learn much by studying the results of these experiments and utilising them as a starting-point for his own work, whether his faith in the airship which he proposes to build is strong or weak. Such a study will give an idea of the size and proportion of parts to accomplish a given result. In considering the problem of aerial navigation it is necessary to consider the air as a fluid, and this is decidedly real and tangible thing. Because air is invisible the mind does not easily picture its existence, but it is a fact that it is a fluid capable of service in sustaining and transporting material objects. Aeronauts have, however, recorded their experience of descents in which the air appeared to be solid. The pressure of the atmosphere at sea level is 150 pounds per square inch, or 100 cubic inches weighing 31 grains; the wind which we feel exerts a palpable pressure, and is merely air in a state of column and flow of motion. It is evident that in order to lift a weight requiring an enormous amount of force, architects and engineers who design large or tall structures require a base which will resist such a force. Aeronauts know that when a body is moving through the air it is acted upon by a force called drag, which is blowing with a velocity of 10 to |
+
+
+12
+FLYING MACHINES
+
+13 miles per hour would exert a pressure of one-half to one pound upon every square foot of surface directly exposed to it, and is only a fraction of a stone's weight. A steam engine at about 500 miles per hour puts with more than 12 lbs. upon each square foot of surface directly exposed to it, whilst a hurricane wind exerts more than 100 lbs.
+
+It is therefore quite reasonable to assume that a medium which is capable of producing such a force as that of a hurricane wind will also produce sufficient pressure on the surface of the earth to cause movement and transport. To be completely successful, however, an airship must not only be able to lift itself and a load, but have the power to proceed without any external assistance. In this respect, Banyony is not so well adapted as the aeroplane. Banyony can not be said to be sufficiently light, because it has to carry its own weight. The aeroplane, on the other hand, can be made lighter by reducing its weight and increasing its surface area. This enables the aeroplane to fly without any external assistance.
+
+The aeroplane competes against other forms of travel on land and water. In each the traveller is already provided with means of locomotion, and he does not need to depend upon his own strength or upon the conditions of the weather, except in rare instances of storms and stress; even then he may be able to maintain his position until the weather improves. But in the case of an airship, no matter how much success he may have achieved in his first flights, he must always be prepared to do his work again, and to do it on a commercial basis, having regard to the cost of fuel and the time required for recharging the batteries.
+
+The first airships to achieve any degree of success were balloons. They depended entirely upon the prin-
+
+INTRODUCTION 13
+
+ciple of buoyancy to rise and sustain themselves and their load in the air. The principle is briefest this—if any body floats in equilibrium in a fluid the weight of the body is equal to the weight of the fluid which it displaces. If the weight of the body is less than that of the fluid displaced by it the body will rise. For example, if a sealed tin of water is placed on a table, the weight of the water in the tank of water and then released it will at once rise to the surface, because it is much lighter than the equivalent bulk of water. If the tin is cut open and its contents poured out, the equivalent bulk of water, it will remain in equilibrium below the surface. Any slight change in the weight of the water will cause it to rise or fall until a state of balance is produced due to the varying density of the water at the different depths. The weight of water displaced by a given volume of matter is called its specific gravity, and is equal to the weight of the can of its contents. The density of the atmosphere varies to a very much greater extent than does the density of water for a given vertical distance.
+
+It is therefore possible to adjust the position of equilibrium within much smaller limits of move- ment than would be possible with a vessel filled with water. Water is, however, about 800 times as dense as air for any given volume, the floating point being about 15 feet above sea level for a given weight in air than in water. Any apparatus used for the purpose of propulsion must
+
+14
+FLYING MACHINES
+
+also be very much larger as a cannon grip the less dense medium so well. It does not follow, how-
+ever, that it need be useless or less efficient provided that the shape and proportions are suit-
+able to the purpose.
+
+A balloon is simply a device for displacing a sufficient quantity of air to balance its weight and that of the load to be lifted. The shape does not affect this principle, but it does affect a question of size. The less the weight of the component parts of the balloon the smaller it will be, and the more expensive materials such as silk or thin wire are used for the construction of balloons and their equipment. The substance contained in the envelope must be lighter than air, but it must be less dense than air, because the difference between its weight and that of an equivalent volume of air must be equal to the pressure available. The best arrangement would be a vacuum in the balloon as that would give the
+greatest possible difference between the weights of the envelope and that of an equivalent volume of air.
+Such a method has actually been thought of by early designers but it is impracticable at present. At a pressure of approximately 1 lb. per square inch in all directions, the envelope must be strong enough to withstand this pressure if it contains a gas lighter than air. But if it is to contain a gas heavier than air, it must be able to withstand the accumulated pressure upon such
+
+INTRODUCTION 15
+
+A large surface as possessed by an average balloon would weigh more than the air displaced and the balloon would not rise. If the envelope contains a gas the pressure of the air can be balanced, or made to balance, by the expansive property of the gas, therefore the envelope becomes lighter than a body of exceedingly light material. It then remains to procure a gas which is much lighter than air; such a gas is hydrogen. A cubic foot of hydrogen weighs about 0.031 grains, or about one-fifteenth the weight of a similar quantity of air. This is sufficient to make a balloon buoyant, and its power as it is the lightest thing known. Owing to the expense of generating pure hydrogen, however, coal gas, which is hydrogen mixed with carbon monoxide, is used in many cases for filling balloons. Being a commercial product it is comparatively cheap and gives a good lifting effect, but it is not so light as pure hydrogen. The difference between the weights of the completely equipped balloon and that of the quantity of air displaced need only be about 10 lbs. This means that when the balloon rises it ascends according to the law of Archimedes, and attains a considerable height.
+
+The amount of extra weight is attached to the balloon in form of paper or sand so that a reserve of lifting power is obtained. When the aerostat desires the balloon to rise he throws away this reserve until he has recovered his buoyancy; if he desires to descend he permits some
+
+FLYING MACHINES
+
+of the gas to escape by opening a valve thus de-
+creasing the buoyancy. With this power of ascending and descending he can place the balloon at different elevations and move horizontally with it. This gives a certain amount of control over the direction in which the balloon will travel without the use of propellers. The balloon may go up or down one direction only at all degrees of elevation. If the balloon is made to rise and fall by this means there must be a continual release of gas, so that the balloon cannot maintain its altitude. A continual release of gas diminishes the reserve of lifting power until finally, when all the extra weight has been thrown away and the balloon is at rest, it will have no more lifting power than a ball or the descent be checked, because the lifting power is not sufficient to sustain the load.
+
+If the atmosphere becomes warmer, the atmospheric pressure diminishes, becoming less the higher the elevation attained. This permits the gas inside the balloon to expand, the effect being that as the balloon rises it becomes lighter, and, unless a means of escape is provided, the envelope would burst with disastrous results to both man and machine. It is therefore necessary to provide a device placed additional to that required to regulate the buoyancy, and it is intensified by the effect of shadow and sunshine, which causes the gas to cool when it is exposed to sunlight and to warm up when it has to cool when they are obscured by cloud. Apart
+
+INTRODUCTION
+
+from the object of seeking suitable air currents at different altitudes the ascendant who is merely voyaging from one place to another would preferably keep his balloon at a fairly constant moderate altitude, but this is not always possible. The use of the ground permits without sacrificing the reserve of lifting power by using what is called a guide rope, an invention of immense value in making long journeys. This is shown in Fig. 3, which is after Green.
+
+The arrangement consists of a long heavy rope attached to the axis of the balloon and allowed to hang down freely on each side of the balloon, touching the ground. It forms a part of the extra weight but, unlike the loose sand or paper, is not thrown away. Whilst this rope is suspended away from the balloon, it serves as a guide to keep the balloon at a constant height and thus economizes the lifting effort of the balloon. If the buoyancy decreases the rope will touch the ground and so the balloon will rise upon the ground. The balloon will obviously be relieved of the weight of this portion and therefore its buoyancy will be increased until equilibrium is restored. As far as the shape of equilibrium produced in. At first as the balloon rises and falls due to variations in the buoyancy and weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon the ground and also by means of its weight upon
+
+18
+
+FLYING MACHINES
+
+spherical, as the work which it will do is merely to float in the currents of air. But if it is to be a dirigible balloon the shape will be elongated in order that its resistance may be less. The shape should be such as to offer the smallest practicable amount of resistance when proceeding against the direction of flow of an air current, and yet be capable of being inflated with gas.
+
+It is somewhat similar to that adopted for the Whitehead torpedo, and agrees with the experiments of Captain Rennell, in France, who found that an airship could not rise unless it was directed forward the end forward and smaller at the rear, requires less power to drive it through the air than if it were directed backward.
+
+The envelope of a dirigible balloon only has to bear the strain of supporting the car and its load, except under abnormal circumstances. The shape, therefore, is not so important as that of a dirigible balloon, however, is subjected to the pressure of the air current against which it may be driven. It must therefore be so constructed as to withstand this strain as well as that due to the effort required for lifting and sustaining the car and load. This is one of the difficulties which have been overcome by the French inventor. If the aeronaut releases some of the gas for the purpose of descending he is depriving the envelope of its buoyancy, and consequently he is driven downwards by reason of the distortion of the shape of his balloon. According to M. Santos Dumont, the
+
+INTRODUCTION 19
+
+successful dirigible balloon must be able to descend without losing gas and ascend without sacrificing ballast; in fact, you must not interfere with the reserve of lifting power.
+
+The invention of the ingenious device which was suggested at the end of the eighteenth century by General Messier, and used by Dupuy de Lome, has been attributed to M. Santos Dumont himself. It consists of a small balloon or pocket fixed inside the main envelope, and filled with air, which is kept at pressure by means of a valve. The balloon or pocket is made of a material which can easily stretch, but does not allow the gas to escape. When the balloon or pocket collapses, losing more or less of its volume, the pressure in the main envelope increases, forcing the gas inside the main envelope. If the gas con- tracts the pump inflates the pocket again with air, so that the reduction in bulk of the gas is com- pensated by an increase in pressure. This process continues until a regular stream flowing through the pocket under normal conditions. The balloon is elevated and maintained in position by means of a system being tilted to points upwards or downwards by an alteration of balance. M. Santos Dumont uses his guide rope for this purpose, shifting its position according to the angle at which he desires the balloon to go.
+
+There have been made to direct airships by means of sails, but without much success. There are two other methods which have been used.
+
+F.T.VING MACINNES
+
+namely, by screw propellers and by vikinaing planes or wings. Neither of these has yet been proved to be the superior one. Mr. Laurence Hargrave, in Australia, has made models propelled by screw propellers, and has shown that they are more efficient than those with wings. Mr. Horatio Phillips, S. F. Cody, in Eng- land, Messrs. Samuel Duntom, Tivander, Captains C. W. H. and J. H. Wright, in America, and in Germany, the brothers Wright in America and France, Messrs. Bierlot, Farman and Delagrange in France, McCurdy in Canada, and others have experimented with various forms of machines propelled by electric, petrol, or compressed-air engines, though the two first-named inventors did not permit their machines to have free flight.
+
+The most important limitation on the application of machines heavier than air resolves itself into two main com-
+ponents, viz., power of sustaining a load in air and the speed at which this can be achieved; the factor of propulsion is comparatively easy to deal with. One of the most able of scientific experimenters in this art, Mr. A. G. Lanchester, after many years' trials of flight at 13 years of age, and continued them for 25 years, eliminated the question of propulsion as being the least difficult of all the problems of man's problem of balance. He decided that soaring birds ascend by skilful use of the pressure pro-
+duced by currents of air, and that no external apparatus was required for sustaining surfaces cor-
+![]() A diagram showing a bird in flight.
+20
+
+INTRODUCTION 21
+
+rectly designed and constructed, with of course an acquired art in using them properly. His inves-
+tigations were published in 1869 as a book, called
+"Der Vogelflug als Grundlage der Flugpflanzen"
+(Flight of Birds as Basis of Plant Flight), p. 37,
+and his opinion was that birds fly by dexterity alone; there is no mysterious upward force or
+downward pressure.
+
+Making some experiments whilst suspended from a support by means of a rope, he actually succeeded in raising himself about 30 ft. from the ground, and then falling back to the floor again, at his own power, his weight and that of the machine being, however, partly counterbalanced. The majority of the experiments consisted in gliding downwards from a height of about 50 feet, and then making moderate slope. These trials were taken so often that he regarded them as a sport, in which he could enjoy himself without any danger to himself. He also used a kite, which was made of paper, and had a
+ratio consisting of fixed air-pumples, to which he attached himself, always facing the wind. Not-
+withstanding the proficiency and experience thus gained, he did not succeed in the attempt to make a flight of greatest possible length in the capacity of his apparatus. A sudden change in the direction of the wind caused him to adjust his equilibrium to meet it, and the soundness of his opinions upon this point were unlooked for by the newspaper being thrown out of the window, and thus deprived of the supporting effect of the wind
+
+92
+FLYING MACHINES
+
+fall rapidly to the ground, and the accident proved fatal to the enthusiastic and able experimenter.
+Professor Langley, another very clever worker at this problem in the United States, constructed a model machine which would travel against the wind. He considered that a machine could be designed and made which would carry out this principle of flight. The velocity of the wind was measured by means of a wind velocity indicator, which, according to his ideas occurs between very much smaller intervals of time than generally supposed. To satisfy himself as to the correctness of his results he repeated the experi-
+ments by using a very sensitive anemometer, which recorded as well as indicated the velocity of the wind at any given instant. An account of the experiments is given in the Proceedings of the Smithsonian Institute, July, 1894, entitled "The Internal Work of the Wind." The results obtained are shown in Fig. 30, where the ordinate represents the velocity plotted against intervals of time. They show that changes take place with great rapidity and to an extent which cannot be explained by an ordinary anemometer registering at long intervals of time, showed wind velocity variation only from 30 to 75 miles per hour; but the true value of the velocity was found to be considerably more than this, and occurred with great suddenness. As an example, the velocity would vary within the space of one minute from about 30 miles per hour to zero, then
+
+INTRODUCTION
+
+to 54 miles per hour and regain its former velocity within the space of two minutes, including some intermediate fluctuations of 12 miles per hour or so occurring in between. Some of these curves are to be found in Engineering for July 13th, 1876.
+
+A pioneer experimenter in this idea of the prin-
+ciple of bird flight was Le Bris, who made some experiments on the subject. He shot birds with a bow and seems to have had a very good grasp of the problem.
+From observations on soaring birds made by him during his voyages, he concluded that air currents of air streaked the forward edge of the bird's wing an aspirating action is produced, by which the bird is actually lifted into the air. This is only one part. He shot an albatross, and having spread its wings, presented the forward edges to the wind, and observed that as a result he felt the bird pulled forward into the wind as he had anticipated. His soaring machines consisted of paralopes of conical shape, similar to a bird's wing, to which he attached himself.
+
+To start his flight he obtained an initial velocity by being driven at a rate or gliding from a curve. A very interesting experiment was made at length of these trials in Chandler's book, "Pro-
+gress in Flying Machines," page 104, etc. He then showed how to make himself expire by passing through financial straits and bad luck, also less of
+
+34
+
+**FLYING MACHINES**
+
+energy due to advancing age, rather than to failure of his ideas. That lifting effect can be produced by the action of an air current upon the edge of a curved surface, as distinct from the lifting effect produced by the action of a current upon a flat surface, has been demonstrated by Mr. Horatio Phillips in England. He does not, however, aspire at the effect mentioned by Le Bris. His ideas seem to have been confined to producing a lifting effect, and rather to the contrary he allows that such an effect may be produced only by some amount of backward thrust or drift. Neverthe less, his principle is quite a distinct and novel one. It was first applied by him in 1850, extending for 27 years, that anything approaching a flat surface is useless for supporting heavy loads in the air. His idea consists in the use of a curved surface, which is placed so as to receive the current of air directly against its forward edge where it is produced by the motion of the body itself. The upper under-surface, and the plane tends to rise. By multiplying the number of planes any desired amount of lifting effect should be produced. He found that this could be done with great facility upon a variety of shapes of plane, and constructed a machine which actually flew round an experi- mentator's head. This machine was "lighter than air" or "heavier than air," have scored a partial success, and including, as they do,
+
+PLATE V. The Wolfram Aircraft.
+![]() A black-and-white photograph shows three men standing on a platform with a large propeller in front of them. The man in the center is wearing a suit and hat, while the other two men are also dressed formally. In the background, there is a large aircraft with a propeller visible.
+Page 35
+
+PLATE VI - View of the Machine Room of the Weymouth Hotel.
+
+PLATE VII. The Channel Blimp Airship
+
+PLATE VII. The former destroy, "Gunner," 170
+
+INTRODUCTION 25
+
+men of undoubted ability on either side, have re-
+moved the stigma which at one time attached
+itself to every experimenter in the art of aerial
+navigation.
+
+In Germany, at Berlin, Otto Lilienthal has
+devoted his attention to most painstaking
+study and experiments with soaring apparatus.
+He has found that by means of a specially
+made wing, and by making use of the
+undue resistance, his final acroplane being of the
+convervo-concave form. The trials were made on
+tally country against the wind, the experimenter
+being mounted upon a platform, and supported
+of a hill itself, or from the roof of a tower con-
+structed for the purpose on the hill. He was suc-
+cessful in obtaining to heights of 300 feet,
+1891 he tried ascending with an area of 172 square feet, the apparatus weighing 33 lbs.
+including himself, the total weight raised was
+90 lbs., and he ascended to a height of 600 feet,
+sustain and lift a weight of 133 lbs. per square
+foot of area, she wind velocity being calculated as
+35 miles per hour. A tail having vertical and
+horizontal planes was added to the apparatus above.
+Lilienthal generally propor-
+tioned his acroplanes to have three-quarter squares
+of surface, and this was found to be sufficient for
+all purposes. The propelling power calculated (fur-
+nished by the wind) was at the rate of 6 n.-v.
+approximate, to every 1,000 square feet of surface.
+The first successful flight was made on August 2nd,
+1890; the cause was
+
+36
+
+FLYING MACHINES
+
+apparently due to a sudden gust of wind striking the morphophone and submerging the apparatus in a backward direction.
+
+Mr. F. W. Lancaster in his Lectures on Aerial Flight, delivered before the Royal Society of Arts, London, 1870, stated that "the propeller of an aeroplane will follow a certain curve determined by the force by which it is propelled, air resistance, and the weight of the machine." He also gave an account of loops rising vertically, turning over completely, falling and rising again, and so on. The theory and experiments described in these lectures are insufficient to explain the actual flight of an aeroplane, but they give some indication of the reason for Lilienthal's disaster. He knew that his apparatus was unstable and relied upon his skill to adjust it whilst flying, to meet varying conditions of air pressure and temperature. It is difficult to see how he could have been able to control his aeroplane when he was unable to predict its behaviour. This inability to predict the behaviour of an aeroplane is one of the main reasons why it has not yet been possible to build a successful flying machine.
+
+He applied the conclusions drawn from his experiments to other birds. He finds that the albatross has a very small margin over the critical figure and that it obtains this by holding its wings outwards at an angle of about 45 degrees, thus projecting them behind so as to add to the sup- porting surface. He shows that Lilienthal's appa- ratus was unstable, the calculation giving a result considerably within the critical figure.
+
+CHAPTER II
+
+DURABLE BALLOONS
+
+Henry Giffard.
+A name which is well known amongst engineers is that of Henry Giffard, the inventor of the injector apparatus for feeding water into steam
+
+![]() Giffard's Durable Balloon.
+Fig. 1. Giffard's Durable Balloon.
+
+boilers, an invention which is in use all over the world at the present day. This engineer devoted his attention to aerial navigation in 1840 and constructed a durable balloon (fig. 1). It was of
+
+28
+
+**FLYING MACHINES**
+
+elongated shape, 30 ft. in diameter at the largest part and 14 ft. in length overall. Motive power was provided by a steam engine driving a screw propeller having two blades and a diameter of 11 ft. It was used to avoid risk of falling into the water, but the noise produced by the boiler was very great, and draughts produced by a steam blast. Steering depended upon a rudder of sail construction. Mr. Giffard ascended from Paris on June 25th, 1876, obtaining a speed of 40 to 60 miles per hour with a screw speed of 110 revolutions per minute.
+
+Dugny de Lome
+
+Another engineer of repute, Mr. Dupuy de Lome, a French naval architect, mentioned upon his return from the United States that he had during the siege of Paris in 1870, it was, however, not completed until 1872. He dealt with his experiments in a very thorough manner, and applied them to the improvement of sails in water to navigation in air. The balloon of elongated shape (Fig. 2), had a maximum diameter of 30 ft., and total volume of 110,000 ft. The capaciousness of this balloon was 130 cu. ft. per square foot, and was propelled by a screw made of sails 29½ ft. diameter. Of its pitch, driven by 8 men at 27 revolutions per minute, it rose to an altitude of 300 feet in one hour. The balloon's surface area was 160 square ft., total and alpinistic 28 per cent., the balloon advancing 30 ft. for each revolution of the propeller. In this trial a speed of about 60 miles per hour was obtained, and it was considered successful.
+
+29
+
+that the rubber had enabled the course to be altered by 12 degrees approximately, the day being windy. This balloon had an available ascending power of 5,515 lbs. The weight of the structure was 3,863 lbs. The men who worked the propeller weighed together 1,385 lbs., and are supposed to
+
+![]() A diagram showing a hot air balloon with a propeller attached.
+Fig. 2. — Dupuy de Lôme's Diligible Balloon.
+
+have produced 70 h.p. Apparently the trial was satisfactory, the calculated and observed velocities being almost identical.
+
+Gaston Tissandier made experiments made in 1881 by Gaston Tissandier, in France, who also used a screw-pro
+
+80
+PLATE IX. MACHINES
+
+peller to drive his balloon (Fig. 8). Not practical electric motors have come into existence, he applied electricity to drive the propeller, partly because these was less than with a steam engine. Another advantage is that an electric motor does not give out products of combustion.
+
+![]() A diagram showing a model of a dirigible balloon.
+
+Fig. 8.--Thiersch's Dirigible Balloon.
+which disturb the ballasting of the balloon. Experiments were made with a model, the large balloon being constructed with a model, and with the assistance of the information gained. This experimental model balloon was of elongated form, and measured by 40 ft. 6 in. in diameter, the largest part. It had a capacity of 773 cubic
+
+DIESSELE BALLOONS
+
+51
+
+feet, pure hydrogen being used to inflate it, giving a lifting power of about 4 lbs. The screw pro-
+peller was driven by means of a very light electric motor weighing about 4 lbs., and was provided
+
+![]() A diagram showing the construction of a balloon with two blades, the diameter being 18 ins. A battery of accumulators weighing nearly 3 lbs. gave电力 to the motor-generator. With the propeller rotating at 30 revolutions per minute.
+
+Fig. 4.--Propeller and Gearing of the Timemadie Balloon.
+
+with two blades, the diameter being 18 ins. A battery of accumulators weighing nearly 3 lbs. gave电力 to the motor-generator. With the propeller rotating at 30 revolutions per minute.
+
+32
+F L Y I N G M A C H I N I N G S
+
+the balloon attained a horizontal speed of two miles per hour for 40 minutes. With an accumu-
+lator battery of two cells weighing 14 lbs. and a propeller having a diameter of 21 ins., the speed was about 50 miles per hour.
+
+A further trial with a battery having three cells gave a speed of 8.76 miles per hour approx. Ro-
+tating the propeller at 1,000 r.p.m. the engine was doing work at the rate of about 514 foot lbs.
+with a single cell connected to it, and its shaft
+running at 300 revolutions per minute. With three cells the speed was about 110 miles per hour.
+
+Some particulars of the equipment are as follows: Balloon of elongated pattern, 91 ft. in length by 30 ft. diameter at the largest part;
+propeller, 21 ins. diameter, 12 blades; speed of motor, 119 r.p.s.; geared by spur wheels to run at 1,800 revolutions per minute when the screw is turned by hand; diagram on page 33 shows the arrangement of the propeller and gearing. At the trials made in 1883 the speed obtained was about 64 miles per hour, and in 1884 it was about 75 miles per hour. In these experiments they were able to keep the balloon head to wind, and at these speeds to steer easily when running with the wind and to return to the starting point.
+
+It was, of course, necessary to provide some means of generating the electricity required by the electric motors. For this purpose a primary battery of 24 cells, arranged so that the number
+
+DISPOSABLE BALLOONS
+
+in use at any moment could be varied, thus regu-
+lating the speed of the motor by altering the voltage applied to its terminals. The highest voltage would be about 60 volts, as the cell used was the bicarbonate of potash form, which gives
+Bernard and Krebs.
+Another electrically-driven balloon (Fig. 5) was
+tried by Captains Bernard and Krebs, whose ex-
+periments were made in France during 1884 and ex-
+
+![]() Fig. 5.—Bernard and Krebs's Electric Balloon.
+
+1883. The total length of the balloon was 163 ft., and diameter 77 ft.; assembling power, two motors (4,940 lbs.), volume of balloon, 60,709 cubic feet; length of car, 36 ft. Various parts weighed
+1,200 lbs., including motor, 1,000 lbs.; frame and network, 280 lbs.; car and suspending gear,
+335 lbs.; rudder, 101 lbs.; propeller, 90 lbs.;
+electric motor, 17 lbs.; generating machine, 17 lbs.
+
+battery of 32 cells, complete (accumulators of
+
+C
+
+94
+FLYING MACHINES
+
+special design, 908 lbs., diameter of propeller, 38 ft.
+The battery was designed to give nearly 9,000 watts to the motor during four consecutive hours; about 9 n.r.-w. would therefore accumulate to rotate the propeller. A number of trips were made with this apparatus, but the balloon travelled from Paris to Chablis and back, en-
+countering a head wind of three to three and a half miles per hour. The wind was repeated upon the following day. Maximum height attained, 1,308 feet. A speed of over 13 miles an hour was obtained, the balloon ascending away from the ground at a rate of 500 feet per minute. The balloon ran in five out of seven trips. The balloon was successfully driven against a wind having a velocity of 11 miles per hour. A maximum speed of almost 60 miles per hour, but in other trials the average speed was about 114 miles per hour. Speed of screw propeller, 30 to 40 revolutions per second.
+
+The size of the balloon was determined by the size of the propeller. The diameter of the propeller was 38 inches. The diameter of the balloon's aerial was used as this. This consisted of a small balloon made of gold-beater's skin filled with about 300 pints of common gas. The balloon was covered with silk thread, 19 yards in length, and wound upon a reel. This small balloon being liberated would rise to a height of about 1,300 feet as soon as it had run out its length in order to take place. As the end of the thread had been attached to the finger of the observer he would hold the pull, and could note the time taken for the length of thread
+
+DERIGIBLE BALLOONS
+55
+
+![]() A detailed illustration of a mechanical apparatus, likely related to the design of a dirigible balloon. The central part shows a large wheel with various gears and levers, connected by rods and pulleys. There are several smaller wheels and gears around the main wheel, indicating a complex system of movement. The top left corner has a small figure, possibly representing a person or an animal, which appears to be interacting with the machinery. The bottom right corner has a label that reads "Fig. 6 - Boarded and Kreh's Motor and Regulating Apparatus."
+Fig. 6 - Boarded and Kreh's Motor and Regulating Apparatus.
+
+36
+FLYING MACHINES
+
+to run out, and thus ascertain the speed at which he was travelling. The electric motor shaft rotated at a maximum speed of 3,000 revolutions per minute. The arrangement of the motor and rotating apparatus is shown in Fig. 6.
+
+** Santos Dumont's Balloon**
+
+Mr. Santos Dumont has constructed and made trials with several dirigible balloons, all driven by screw propellers rotated by petrol engines.
+
+His No. 5 was of comparatively very small size (10 diameters) and was used for short-distance trips. As originally made, its capacity was 7,770 cubic ft., giving a lifting power of 1,850 lbs. of lift. This was afterwards enlarged to 0,210 cubic ft. capacity.
+
+![]() Fig. 7.—The No. 5 Santos Dumont Balloon.
+
+37
+
+**DURABLE BALLOONS**
+
+The petrol engine was of 6-1/2 h.p., weighing 204 lbs., and a load of 193 lbs. of ballast was carried. This balloon had a speed of 13 to 15 miles per hour, and was driven with the large end of the rudder. M. Santos Dumont made a number of trips, running for a whole afternoon without losing any gas or ballast. He actually proceeded along the streets of Paris to his home early one morning and alighted at the door, leaving the balloon in the roadway whilst he entered and left again. The balloon was then started by hand, and seconded and made his way to the starting place. He used a guide rope 192 ft. in length, and found that it worked best when about 60 ft. trailed along the ground.
+
+![]() A diagram showing a balloon with a guide rope trailing behind.
+**Fig. 8.—The No. 8 Santos Dumont Balloon.**
+
+38
+
+**FLYING MACHINES**
+
+A larger balloon was the No. 6, with which M. Santos Dumont won the Deutsch prize by travelling from the Aero Club grounds at St. Germain to the Eiffel Tower, a distance of 50 miles, rounding the tower en route, the total distance of seven miles, plus the turn round the tower, being traversed in half-an-hour. The overall length of the balloon was 170 feet, diameter 12 feet, volume 200 cubic metres, capacity 22,930 cubic ft., giving a lifting power of 1,518 lbs. Spencer propelled under a 4-cylinder 12 h.p. water-cooled petrol motor weighing 150 lbs., and having a fuel capacity of 145 gallons. The air was admitted into the balloon through a valve in the side of the balloon, and escaped through another valve in the bottom of the balloon. The air was allowed to escape through a valve, and thus a definite pressure was maintained.
+
+**Spencer and Sons**
+
+The Mallin airship constructed by Messrs. Spencer & Sons, of London (No. 9), is also an example of the dirigible balloon. It was made of varnished silk; length, 75 ft.; maximum diameter, 20 ft.; weight, with propeller and engine, 150 lbs.; power of motor was 4 h.p.; air was 42 ft. in length, made of lamboo; motive power, a Simms petrol motor having water-cooled cylinder and magneto ignition; speed of engine, 100 revolutions per minute; speed of propeller at 200 revolutions per minute. Pro-
+
+**DERIGIBLE BALLOONS**
+
+39
+
+peller of light pine; weight, 26 lbs.; diameter, 8 ft., and 4 ft. in width at the ends.
+
+The following data for the construction of dirigible balloons are presented in accordance with the actual trials of Messrs. Giffard and Dupuy de Lome, and with the results given by steam engines of the most improved type at
+
+![]() The "Mollie" Airship.
+
+the time the calculations were made. They are taken from the Proceedings of the Institution of Mechanical Engineers, London, Vol. LXVII (1880), page 375. The paper is by William Pole, F.R.S., and deals at length with the subject, giving a considerable amount of information on the subject.
+
+The 40-ft. diameter size corresponds to Giffard's balloon; the 50-ft. diameter to Dupuy de Lome's
+
+
+
+ | 40 FLYING MACHINES |
+
+
+ balloon. According to these calculations he would have obtained better results by using more favour-
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+![]() A black and white photograph of a building under construction. The structure appears to be made of wood and metal, with scaffolding visible around it. The ground is covered in grass and trees are visible in the background.
+Page 175 - PLATE IX. - NATURE OF WOOD FIBRE BUILDING.
+
+PLATE 1 - THE BATTLE OF BORODINO, NO. XI.
+
+P. 136
+![]() A black-and-white photograph showing a row of tents set up on a grassy field. The tents are arranged in a straight line, with some people visible near the tents. The background includes trees and a clear sky.
+Illustration 10. The tented American Ambulance. No. 5, looking down the ground.
+
+PLATE XX. - "The American" - "The President."
+
+41
+
+**DIBLESIBLE BALLOONS**
+
+Giffard's balloon was inflated with coal gas only. A velocity of 10 miles per hour should have remained; it was so much less because of the great weight of the apparatus, which was only about one-fifth of the correct area.
+
+With regard to the proportions of a balloon, length gives better steering properties and diminution of weight is more important than increase of diameter. The proportion of length to diameter was 3-66 in Giffard's balloon, and 2-43 in Dupuy de Lôme's balloon.
+
+Paul and Pierre Lebhardt, who first used the airships of Masson, Paul and Firmin Lebhardt in France, have been uniformly successful, and the mishaps they have had, especially the more serious one which produced the death of their brother, are due to radical defects in the design of the respective craft.
+
+The largest and latest dirigible, "La Patrie" (Plate II), is the second ship of the fleet. The French War Ministry is building half for service on the Eastern frontiers. The previous vessel, "La Gloire," lasted only two years, during a period of over three hours, circling to and fro between Moisson and Franconnue in a wind blowing at the rate of eight miles per hour, and attained a velocity of 15 miles per hour against it. In 11 miles per hour against it, formed the basis of the design for "La Patrie."
+
+![]() A black-and-white illustration of a dirigible.
+
+42
+FLYING MACHINES
+
+The new vessel, however, has a rather large volume of gas at the rear end of the envelope, the cubic contents of which is 3,200 cubic metres (113,560 cubic feet), while the length of the envelope is 60 metres (198 ft.), and diameter at thickest part 10-3 metres (38 ft. 9 ins.). The envelope is so reinforced that it will remain inflated for over three hours.
+
+To give the vessel greater vertical and lateral stability, the new airship has at the rear end of the envelope a large ballast tank containing 1,700 cubic metres (60,240 cubic feet) of water.
+
+The other noticeable features of the "Patent" F gas envelope are the vertical and horizontal steady-ing planes under the balloon and the peculiar provision for lifting the car into its position, but it is of very small size compared to that of the supporting balloon. Under the deck extends a large space in which is placed a large inverted pyramid, upon the apex of which the whole car can rest when it is on the ground. In this frame is fitted the petrol tank.
+
+The motor is a four-cylinder engine of a 75 h.p. Panhard petrol motor (that is, 20 h.p. more than used in the earlier airship "Lebaulty") driven by two propellers. These propellers are mounted on a frame of steel rods, and are actuated by a gear wheel at the front end of the car and through boval gearing. The motor is an exceptionally flexible one, and can be made to work the propeller automatically at speeds vary-
+
+![]() A diagram showing the layout of a flying machine with a large envelope, a ballast tank, and a car suspended beneath.
+
+![]() DIESEL-POWERED BALLOONS
+43
+
+ing from 200 to 900 revolutions per minute.
+The exhaust pipe is carried to the back of the car, and ends in an efficient muffler.
+
+In the "Patrie," the flat cabin which forms part of the body of the balloon is situated nearer to the front end, with the car suspended not from the middle, but rather towards the rear of the balloon. The steering wheel is placed on the rudder, which is of the balanced type, and is actuated by cords from the car. Most of the tremendous burden of the machine was made of wire rope, so that it could be easily and lightly lifted.
+
+Among the minor improvements, the "Patrie" is fitted with an electric alarm bell, which warns the pilot when he has reached a certain gas in the balloon reaches a predetermined maximum.
+
+The lifting capacity is given at 1200 kilo-
+grams. A balloonist who can carry a passenger carrying a petrol supply for 10 hours, can take a crew of three persons and 850 kilograms (1870 lbs) of ballast or other material, or a larger number of passengers and less ballast.
+
+The first trials of the "Patrie" were made on November 16, 1900. At 8.00 a.m. the airship was launched into the air, and after a few minutes' flight. The weather was fine, with a fair breeze blowing, and after several preliminary trials close to the ground to test the working of the propeller, it was decided to make a trial flight over London (the pilot, Captain Voysey (the delegate of the War Ministry), the future military commander of the
+
+44
+**FLYING MACHINES**
+
+airship, Lient. Bois (of the Aeronautical Depart-
+ment of Chalais Meudon), and two mechanics, and proceeded at a height of just over 100 metres
+(328 ft.), manœuvreing quite successfully against the
+wind, and landed safely on the beach of the village of Lavacourt at a speed of 15 miles per hour, and, returning, stopped dead over the shed. In
+the course of the trip, which lasted three hours, one
+of the same month was again put through further
+tests, and in the second trip of the day, from
+2 p.m. until nightfall, owing to the use of the plane,
+only 10 minutes' flying time was allowed to be
+spent. The Panhard-Levassor motor was worked at about two-thirds speed, and with a maximum speed of 60 miles per hour, the
+high average of 92 miles per hour was maintained throughout the trip. During its fourth trial, on November 24, it faced a 20-mile-an-hour wind, and, after a short flight of five minutes, was brought down by a gust of wind. On its fifth trial, on November 27, it flew for an hour and a half, at a distance of 572 miles in 182 minutes. "La Pâtrie" broke away from her mooring at La Vaux during a gale, and was blown away and lost at sea. No one was on board.
+
+**Count de la Vaux.**
+
+Another French aeronaut, Count de la Vaux,
+has recently made over ten ascents, all perfectly
+successful. Count de la Vaux was one of the early
+pioneers in this country, and has since carried out a large series of demonstrations, mostly in the Mediterranean, of ordinary balloons
+
+DIRIGIBLE BALLOONS
+
+made more or less navigable by means of a triple system of floats on the water.
+
+The present machine is in many respects similar to the earlier Deutsch airship, but it is much smaller and lighter than that vessel.
+
+It was tried with success in July, 1906, and remained afloat for over seven-and-a-half hours without any mechanical assistance.
+
+An evolution test was made in the following January, and although no definite data are available, owing to the brak wind prevailing at the time, the trials are said to have been entirely successful.
+
+Since then the airship has covered 123½ miles, including a distance of 58½ miles from 300 to 300 metres (650 to 650 ft.). On this occasion, February 4, 1907, 38 kilograms (160 lbs.) of ballast were carried, and 30 cubic metres (1,100 cubic feet) of hydrogen gas were added to the balloon, only this small amount being required after it had been inflated for 47 days. The airship was taken up to the station at Vesinet and back, were made with only 55 kilograms of ballast (130 lbs.) on board. This shows that a capacity of 750 cubic metres (26,500 cubic feet) of hydrogen gas can be used, and that the same amount of ballast out of that carried was used. Most of this was only employed to modify the descent rate.
+
+The general arrangement of the airship is a cigar-shaped balloon of regular outline, with a
+
+**46**
+FLYING MACHINES
+
+gindler or run along from it, having a propeller at the fore end and a rudder at the other. The car containing the engine is a small one, hung below this, and the power is transmitted, therefore, by a telescopic shaft and two sets of bevel gearing.
+
+Count Zeppelin,
+
+Austrian general, the famous German military officer, who has devoted a considerable portion of his life and one fortune in attempting to solve the many difficulties of the problem, is responsible for the invention of the airship. This is the first time past experience experimented upon the placid waters of Lake Constance.
+
+The first practicable airship was tried in 1900, and although only three flights were made in that year, and the results obtained were more or less unsatisfactory, they were carried by a series of improvements during 1901. One flight on June 30th of the above year. In July the craft was propelled against a breeze stated by various authorities to be upwards of 10 miles per hour, but at the rate of two miles per hour.
+
+During one flight it remained in the air over an area of about 50 square miles, and steered as well as was possibly wanted. The statements quoted, however, that the huge airship was, within the limits of its speed, dirigible, several complete circuits being made.
+
+The vast expense in building and experimenting with such an airship, and the outcry for
+
+DIRIGIBLE BALLOONS
+
+the balloon house and accessory machinery, quite exhausted the inventor's resources, and Count Zeppelin was not able to proceed to any further developments until November of 1905.
+
+The first flight of the "LZ-1" in 1903 were remarkable. The gas envelope was of poly-
+gonal shape in cross section, and no less than 16 compartments were provided. The front was pointed at the front and rounded at the rear. To enable the shape of the envelope to be retained it was built up of a framework of aluminium tubes, which were covered with a envelope divided into 17 separate compartments.
+
+The craft with which the recent experiments were made had a capacity of 80,000 cubic feet, but as the diameter being larger, the capacity was in-
+creased by 32,000 cubic ft. to 370,000 cubic ft.
+The total weight of the later airship is one ton less than that of the earlier ship. It is equipped with ballast and equipment. Liquid ballast was still employed, the water being contained in bags suspended from the bottom of the "gondola" or
+"gondolier's deck". The gas bag of the later ship was, it is understood, only divided into six compart-
+ments instead of ten, and there are no suitable
+valves under the control of the man in charge.
+Instead of having only two 32 h.p. petrol engines as motive power, the later machine employs four 16 h.p. Daimler motors.
+
+*Figures* are understood, we assume the latter being
+† Two 16 h.p. Daimler motors
+
+**FLYING MACHINES**
+
+extra expenditure of weight of only 11 lbs., the figures being 170 n.-l.c. for a load of 850 lbs. One engine was placed at each end of the vessel, each actuating two propellers situated near to the gas vessels.
+
+The steering apparatus was in duplicate, and so arranged that one man could activate the fore and after rudders by means of a lever.
+
+During the ascent of November, 1905, trouble was again experienced with the steering gear on the second journey. The vessel had been partly submerged in the lake, although the rear of the airship was sustained in the air by the gas and one motor.
+
+At first the airship was afloat, at one time, for a period of two hours and attained an altitude of 1,000 ft. above the Lake Constance. During that time it made several circuits over the lake, describing circular paths and other similar evolutions. It is also said to have held itself against a 53 mile an hour wind, but this is a doubtful claim, as it was found impossible to hold it steady.
+
+The end of the airship was occasioned by the demangement of the longitudinal stability when it struck a tree.
+
+In the latest arrangement (Zeppelin No. 4) the hull was of aluminium, covered with "Consistone" (a material consisting of wood treated with rubber), capacity 400,000 cubic feet approx.; two cars were attached rigidly to the keel, each about 26 ft. by 6 ft., and a cabin in the centre
+
+DURABLE BALLOONS
+
+between them. In each car was fitted a Daimler benzine motor, 110 h.p. size, to drive a three
+bladed propeller of 7 ft. 5 in. diam. At each end of the balloon were two sets of four light planes
+of 3 ft. diameter. Plate II gives a general view showing the direction rudder at the rear and the two vertical planes fitted at that
+
+This dirigible balloon has attained a speed of
+35 miles per hour with a light favouring wind.
+On August 28th, 1905, the balloon left the falls of Rhine to Lucerne and Berno, then re-
+turned by Zurich, a total distance of 925 miles.
+It has made a flight of twelve hours' duration,
+commencing on August 29th.
+
+On August 4th, 1906, it was engaged in
+making an official trial trip of 24 hours'
+duration between Lucerne and Berno. After its
+81 hours, the balloon had descended and been
+anchored to effect adjustments to the motors.
+Count Zeppelin was absent, and a sudden violent
+storm prevented any further progress.
+The balloon broke away from its moorings, and
+was dashed on to a tree, the after part caught on
+a branch and was completely destroyed.
+The construction of balloons on Count Zeppelin's system is being continued in
+the United States, where they take part in military
+manoeuvres and have accomplished several flights of
+voyages : one of 38 hours duration which, how-
+ever, terminated in a partial disaster.
+
+D
+
+50
+FLYING MACHINES
+
+Henri Deutsch.
+The new airship of Mons. Henri Deutsch Jr. built the plans of Mons. Smooth,
+shallow, and light in weight, the envelope (Plate II) is one of the largest in France, the gas envelope measuring 261 ft. in length, 35 ft. maximum diameter, and having a capacity of 3,500 cubic meters of hydrogen.
+
+The chief feature of the new dirigible lies, as will be seen by a comparison with Mons. Deutsch's earlier model, in the arrangement of the gas vessel given to the rear end of the gas vessel. The eight elementary cylindrical balloons, which are arranged in two rows on each side of the tail of the main balloon, are intended to steady the craft, and are thought to be preferable to the use of canvas covered frames or fins. The other feature of this dirigible is its car frame, a car frame slung from the balloon. This is a barreled girder of rectangular cross section tapering to a point at the front.
+
+The motor used on the "Ville de Paris" was a four-cylinder Argus developing 70 h.p., and the propellers were geared down to 5 to 1. In the earlier version of this dirigible, however, at that time, but the removal of the rudder from a position just under the rear end of the gas envelope to end of the car frame, and from behind the pro-
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+50
+
+Flying Machines
+
+Mons.
+
+Henri Deutsch.
+
+The new airship of Mons. Henri Deutsch Jr. built the plans of Mons. Smooth,
+
+shallow, and light in weight, the envelope (Plate II) is one of the largest in France, the gas envelope measuring 261 ft. in length, 35 ft. maximum diameter, and having a capacity of 3,500 cubic meters of hydrogen.
+
+The chief feature of the new dirigible lies, as will be seen by a comparison with Mons. Deutsch's earlier model, in the arrangement of the gas vessel given to the rear end of the gas vessel. The eight elementary cylindrical balloons, which are arranged in two rows on each side of the tail of the main balloon, are intended to steady the craft, and are thought to be preferable to the use of canvas covered frames or fins. The other feature of this dirigible is its car frame, a car frame slung from the balloon. This is a barreled girder of rectangular cross section tapering to a point at the front.
+
+The motor used on the "Ville de Paris" was a four-cylinder Argus developing 70 h.p., and the propellers were geared down to 5 to 1. In the earlier version of this dirigible, however, at that time, but the removal of the rudder from a position just under the rear end of the gas envelope to end of the car frame, and from behind the pro-
+Peller at the front end of the car frame.
+
+The trials were attended with a series of unfortunate accidents. It commenced operations
+
+31
+
+**DIRIGIBLE BALLOONS**
+
+under control of the guide rope, the crew of the vessel being made up of four persons, Mons. E. Surcouf at the helm.
+
+The difficulty experienced was experienced with the carburettor freezing, owing to the cold weather and movement of the airship. This was further aggravated by the fact that the exhaust, which was used to cool the carburettor, did not help in heating the carburettor. As a result the engine stopped every few minutes and the fire had to be relit.
+
+Whilst in the air, however, the machine ap-
+peared to be quite steady, but in the operation of alighting the guide rope caught in a tree, and several trees were damaged by the weight of the airship uneasily. It swung down amongst some trees, damaging itself considerably, and came to rest on a hillside. The crew then proceeded to
+gas the gas vessel to bundle and become deflated.
+On examination it was found that the car had also suffered considerable damage. The guide rope
+appears to have been "cut" by a tree in
+the design of the "Ville de Paris." It is in this,
+the matter of control, that the Le Sabady Brothers,
+Paris, have made such remarkable progress. The "Ville de Paris" has made a journey from Paris to Verdun at a speed of 50 miles per hour over a distance 148 miles, time 6 hours 6 min. She was presented to the French Government in 1908.
+
+![]() A black-and-white photograph of an early dirigible.
+
+52
+**FLYING MACHINES**
+
+**Wellman.**
+
+In connection with the Wellman airship expedition to the North Pole, extensive prepara-
+tions were made at Dame's Island, a point midway between the Cape of Good Hope and Lapland. To cover the intervening 600 miles, a dirigible balloon, of which we include herewith a full description, was constructed. The propelling machinery (Plate VI), specially de-
+signed to suit the needs of the expedition, was constructed in a large hall 300 ft. long by 75 ft.
+wide and 20 ft. high.
+
+The vessel has entirely novel features. The gas vessel is constructed to hold 224,000 cubic
+feet of hydrogen. Of these, 180,000 c.c. V.I. are employed, both of De Dion's manufacture, con-
+sisting 45 n.p., and the other 60 n.p.
+
+To maintain the gas envelope in full inflated condition, a powerful motor and for the con-
+traction of the gas by the cold—a separate 5 n.p.
+motor is carried to compress air and conduct it to an
+expansion cylinder situated in the lower part of the main balloon, the partition being shown by the dotted line in the drawing.
+
+The motor is a strong four-cylinder compound
+turbo-motor, and is completely enclosed central sec-
+tion which comprises engine room and living room.
+
+The airship is designed only for moderate speed,
+or, when necessary, for landing on any ground,
+in any ordinary unfavourable winds. About 10 to
+12 miles per hour is expected.
+
+Extract
+
+**DIRIGIBLE BALLOONS**
+
+53
+
+For maintenance of a vertical equilibrium a modification of the usual guide rope is employed.
+As stated in Chapter I, the ordinary guide rope is simply a line or chain trailing over the surface of the balloon. In order to prevent any upward movement by reason to rise, the extra weight of the rope which would have to be carried prevents the upward movements. In a similar manner any tendency for
+
+![]() Gutter for Water Supply
+Emergency Valve
+
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+![]() Engine Room
+
+Fig. 10.—General Arrangement of The "Wellman" airship.
+
+The airship to descend relies its of some of the suspended weight, and the effect is the name as re-moval of ballast, and the equilibrium is main-tained.
+
+In the Wellman ship the guide rope and its accessories weigh about 1,200 lbs., and it is con-structed so that it can be raised or lowered at will. The lower end has four steel cylinders under 10 ft. apart attached to the steel cable, with wood runners outside. The cylinders are so arranged
+
+54
+FLYING MACHINES
+
+that they will float in water. The excess cable of the "equilibreur" or guide rope—which, by the way, also acts as a retarder, is carried in a steel boat hung below the ear as indicated in the diagram.
+
+The Wellman airship duly started on her voyage to the North Pole from Spitzbergen, but owing to the very strong winds which blew, wind lost her bearings amongst some high mountains, a descent was made upon a glacier and the voyage abandoned for that year. She was re-equipped with new batteries and a new exhibition held at Olympia during March, 1909. The following particulars show some modifications. Length of airship 36 feet ; diameter of envelope 18 feet ; gas capacity 258,500 cubic feet ; lifting force with hydrogen 91 tons. Motor 80 h.p., driving two screw propellers each 11 feet diameter placed one behind the other. Speed of motor-driven propeller 44 days' travelling; speed 18 miles per hour. The car is of steel, 110 feet in length and weighs 4,700 pounds. It contains provisions for 20 men, 100 lbs. water, 10 sledge dogs, 9 sledge dogs and equipment for three explorers are to be carried.
+
+A second attempt to make the voyage was made on August 15th, 1909, but through an accident to one of the trail ropes, which are long canvas bags used to store provisions, it broke away and upset the car. This accident occurred after only five days elapsed since the commencement of the voyage. She was towed back, but a further accident seems...
+
+**DIRIGIBLE BALLOONS**
+
+to have happened, the airship becoming a total wreck.
+
+Clément Bayard
+
+One of the later French dirigible balloons, of non-rigid type of construction (Plate VIII). Its length over all is 157 feet; diameter, 34 feet; height, 10 feet. It has two engines, each of 105 h.p. petrol engine, which is direct coupled to and drives a two-blade tractor screw propeller, and one of 150 h.p. petrol engine. There are four small auxiliary steelying balloons at the rear, which are in connection with the main balloon by means of a rubber bladder. The air-pipes for maintaining the pressure in the balloon-cases is shown in the centre. The pro-
+peller is shown at the front end of the car.
+The car itself is shown in the middle, and the rear is the rudder. The fabric of the balloon is ribbed cloth.
+
+Plate VIII shows Gross II, one of the latest of the German military dirigibles, semi-rigid type of construction. In the photograph the car is on the ground. This airship attended the German Army manoeuvres of 1906. It is fitted with two screw engines, each of 150 h.p., and is placed in the centre above the car and driven by belt gearing from two 75 h.p. petrol engines. Capacity of balloon, 170,000 cubic feet; speed,
+
+![]() A black-and-white photograph showing a large dirigible airship with a car attached to its rear.
+
+56
+FLYING MACHINES
+
+about 27 miles per hour. This airship has made a number of successful voyages, including one out and home of 176 miles in about 13 hours. The car is suspended by steel cables from a frame of light aluminium fastened to the under part of the balloon.
+
+**Paravel**
+
+Major von Paravel, in Germany, has con-
+structed a flying machine which is remarkable for
+having some peculiar features. The car is sus-
+pended on trolleys arranged to run along steel
+cables attached to the balloon, so that it can alter
+its position at will. The body is of a shape like
+the shape of a cylinder, with approximately hemi-
+spherical ends. The capacity is 113,000 cubic
+feet, and the weight is 1,800 pounds. Propelling power is by a petrol engine of 110 h.p., which drives a special four-blade propeller, 13 feet in diameter, mounted on the front of the car. The blades are made of cloth, weighted in such a way that, being flexible, they spread and take a correct form when rotating. The "Par-
+avel II" has been successfully used in military manoeuvres.
+
+P. 30
+![]() A black-and-white photograph showing a wooden structure with a vertical beam and horizontal slats. A person is visible at the bottom right, holding a tool or instrument. The ground appears to be dirt or gravel.
+IN P. 30. 1876. WATERS' PAPER (old) impression.
+
+PLATE XV - Drawing plan for modified Wagon Packer Office.
+
+![]() A diagram showing the layout of a wagon packer office with various components labeled.
+
+For the use of the Department of the Interior, Bureau of Reclamation, California.
+
+PLATE XV. The Wreck of the "L. A. S. S."
+
+PLATE XVI. The former location in Paris.
+
+CHAPTER 111
+
+Flying Machines
+
+Lawrence Hargrave.
+Mr. Lawrence Hargrave, of Sydney, New South Wales, has attacked this problem by means of kites with which he has ascended into the air, and has shown that their action could be observed. The kites used were of box pattern, made of calico, stretched upon a framework of bamboo. The line from the kite to the ground was 300 feet long. The line from the grave connected four of these to a strong line, which was held to the ground by bags of sand. A dingy seat was suspended from the kites so that the man who would be lifted by the com-
+bined pull of the four. Several ascents were made, on one occasion with the wind having a velocity of 50 miles per hour. It was found that connected in series with the line indicated that the kites were exerting a pull of 180 lbs.; with the line connected to the ground they developed a force of 240 lbs. The kites weighed together 38 lbs., seat and lines, 7 lbs., serpentine 166 lbs., making a total weight of 211 lbs., lifted by a kite suspended from a line 300 feet long. Mr. Hargrave says that he found this a safe method of experimenting, and appears to have ascended and descended
+
+58
+FLYING MACHINES
+
+without fear of accident, the bites being certain and stable in their action and needing no careful adjustment. These particulars of the kits used are taken from Engineering of February 13th, 1895. Vol. XXVII. Mr. Hargrave gives details of his experiences.
+
+
+
+
+ | Size |
+ Breadth (in. each) |
+ Depth (in. each) |
+ Width (in.) |
+ Weight (lbs.) |
+ Length (in.) |
+ Diameter (in.) |
+ Length of the curve (in.) |
+ Length of the curve (in.) |
+
+
+
+
+ | A |
+ 0-00 |
+ 0-10 |
+ 0-10 |
+ 0-10 |
+ 0-10 |
+ 0-10 |
+ 0-10 |
+ 0-10 |
+
+
+ | B |
+ 0-50 |
+ 1-00 |
+ 1-00 |
+ 1-00 |
+ 1-00 |
+ 1-00 |
+ 1-00 |
+ 1-00 |
+
+
+ | C |
+ 1-50 |
+ 2-50 |
+ 2-50 |
+ 2-50 |
+ 2-50 |
+ 2-50 |
+ 2-50 |
+ 2-50 |
+
+
+ | D |
+ 3-50 |
+ 4-50 |
+ 4-50 |
+ 4-50 |
+ 4-50 |
+ 4-50 |
+ 4-50 |
+ 4-50 |
+
+
+ | E |
+ 6-50 |
+ 7-50 |
+ 7-50 |
+
+
+This inventor's experiments cover a period of years, and were carried out in a scientific spirit, the subject being studied in a very thorough manner by him, and the results obtained include models which have flown experimental trials, giving his results for the benefit of other workers in the particular field. The writer has been able to give evidence of a high degree of constructive skill and mechanical knowledge on the part of the inventor. In his first model he used elastic rubber bands as a propulsive power, about 48 of them weighing about 10 cns., and each stretching to 30 ins. with about 30 lbs. weight. The machine
+
+PLYISO MACHINES
+
+(Fig. 11), weighed 38 oz.; - 470 foot lbs. of energy could be stored in the elastic bands, and was sufficient to propel it through a flight of 270 ft. horizontal. Total area of the sails was 2,150 square inches, and the centre of effort 14-6 inches.
+
+![]() A diagram showing a model with visible wings.
+Fig. 11.-Huguenot's Model with Visible Wings.
+
+behind the centre of gravity. A similar machine was also tried; it weighed 1-28 lbs., and flew 192 feet in a horizontal direction, when the elastic bands were stretched to their maximum extent. The following results were obtained on other trials :-
+Horizontal flights of 303 feet and 309 feet with
+
+60
+FLYING MACHINES
+
+an expenditure of 205 and 318 foot lbs. of energy respectively; sail area 1,360 square inches of surface, the centre of effort being 14-2 inches behind the centre of gravity. A small fore and aft sail was fitted for the purpose of obtaining
+
+![]() A diagram showing a flying machine with a propeller.
+Fig. 12.—Hargrave's Machine with Screw Propeller.
+
+steadiness of flight. This is an instance of forward motion being produced by means of vibrating wings moving up and down in a vertical direction. It was not provided with any direct twisting or feathering action, but the vibrating action took place due to the flexibility of the material of which the wings were made.
+
+FLYING MACHINES 61
+
+Mr. Hargrave, however, made experiments with a screw propeller as the means for producing the forward motion.
+
+The model shown in Fig. 12 is fitted with a screw propeller of 3 inches diameter (1.81 m.), and sail area 2,090 square ins., the centre of effort being 10.5 ins. behind the centre of gravity, and on an expenditure of 1.75 lbs. per second, the mass was 120 feet horizontal. In these three machines the percentage of sail area in advance of the centre of gravity was as follows: No. 1, 25 per cent.; No. 2, 20 per cent.; No. 3, 20 per cent.
+
+Fig. 13 shows another machine, in which the force is produced by a steam engine, worked by a small engine, the motive power being compressed air. Some details of this model are as follows (complete working drawings are to be found in "The Australian Magazine," No. 14, of New South Wales, Vol. XXIV): Area of body plane, 2,128 square ins.; of wings, 216 square ins.; of tail plane, 16 square ins.; the reservoir for the compressed air is a 49 in. length by 2 ins. diameter, and has a capacity of 144 cubic inches. The weight is 104 lbs. At first sight it appeared that this arrangement had been successful, but this was due to the fact that the centre of gravity was placed in front of the centre of gravity. But this arrangement did not prove successful, and the proportion was reversed by placing the centre of gravity behind the centre of gravity by vibrating the wings with a diameter of 14 ins.; stroke of piston, 14 ins.; weight of engine, 64 ozs.;
+
+FLYING MACHINES
+
+compressed air pressure, 250 lbs. per square inch.
+Movements are communicated to the wings by links,
+which connect the wing rods to the cylinder; the
+piston rod is fixed and the piston rod is driven
+downwards by compressed air being admitted from the
+reservoir to the cylinder through a valve moved
+by tappets, during the entire length of each stroke.
+Valveside is used for the piston, with cup leather.
+
+![]() Fig. 13.—Hargrove's Machine Driven by Compressed Air.
+
+packing. As with the previous models, the wings,
+which are of paper, have no direct feathering
+motion, but depend upon the give of the material.
+Their weight is 8 ozs. This machine flew a
+horizontal distance of 308 feet, the air being quite calm.
+
+Other models were also made, using com-
+pressed air, but these proved to be of a
+larger size than the machine previously de-
+scribed, the length of the reservoir backbone
+being 6 ft. 11 ins. by 2 ins. diameter; capa-
+62
+
+FLYING MACHINES
+
+63
+
+city, 511 cubic ins.; weight 154 cns. Area of body plane is 3074 square ins., of which 782 square ins. is in advance of the centre of gravity of the machine. The engine cylinder has a capacity of 128 ins.; weight of engine, 11 lbs.; length of wings, 31 ins.; area, 216 square ins. The reservoir for fuel oil is 500 feet long, 10 square inches, and was reduced to 57 lbs. per square inch at the piston; its weight charged 59 cns. An expenditure of 500 foot lbs. of work goes to power the engine, and this is carrying the machine through a flight of 512 feet.
+
+Another engine was tried with this machine, and the results obtained were as follows: A piston, 14 ins.; weight, 9 cns.; pressure of air, 69 lbs. per square inch at the piston. With fifty double vibrations of the wings the machine had a speed of 20 miles per hour. The average ex-
+penditure of energy being 742 foot lbs. for a speed of 10 miles per hour approximately.
+
+The following table shows a model propelled by means of a steam engine, and thrust results obtained as follows:
+
+\begin{table}
+\begin{tabular}{|c|c|}
+\hline
+No. & Vibrations per sec. per gram \\
+\hline
+1 & \multicolumn{2}{|l|}{a forward thrust of} \\
+\hline
+2 & \multicolumn{2}{|l|}{... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... \\
+3 & \multicolumn{2}{|l|}{... } \\
+4 & \multicolumn{2}{|l|}{... } \\
+5 & \multicolumn{2}{|l|}{... } \\
+6 & \multicolumn{2}{|l|}{... } \\
+7 & \multicolumn{2}{|l|}{... } \\
+8 & \multicolumn{2}{|l|}{... } \\
+9 & \multicolumn{2}{|l|}{... } \\
+10 & \multicolumn{2}{|l|}{... } \\
+11 & \multicolumn{2}{|l|}{... } \\
+12 & \multicolumn{2}{|l|}{... } \\
+13 & \multicolumn{2}{|l|}{... } \\
+14 & \multicolumn{2}{|l|}{... } \\
+15 & \multicolumn{2}{|l|}{... } \\
+16 & \multicolumn{2}{|l|}{... } \\
+17 & \multicolumn{2}{|l|}{... } \\
+18 & \multicolumn{2}{|l|}{... } \\
+19 & \multicolumn{2}{|l|}{... } \\
+20 & \multicolumn{2}{|l|}{... } \\
+\hline
+\end{tabular}
+\end{table}
+
+There is no novel feature about the steam
+
+64
+
+FLYING MACHINES
+
+engine, but the boiler is made of 12 ft. of copper pipe, 4 in. diameter, coiled into a tube of asbestos sheet. Its weight 20 lbs., including steam and valve gear. The boiler is heated by a feed pump 24 in. diameter from a triangular tank fixed underneath the body of the machine. Capacity of engine cylinder, 2 cubic ins.; water space, 3 cubic ins.; feed tank, 15 cubic ins.; boiler, 135 square ins.; internal surface, 71 square ins. For fuel, vapourised methylated spirit mixed with water to the ratio of one part spirit to three parts water is used. The tank fixed at the top of the boiler. When the engine was working at the rate of 180 double vibrations of the wings in 80 seconds, 67 cubic ins. of water were evaporated by 7 cubic ins. of spirit.
+
+The total weight of the machine is 64-05 lbs. of which 30 lbs. are taken up by the Spirit and water weighed 50 cts., and the engine gave 109 n.p. when driving the wings at 233 double vibrations per second. With 10 cts. more spirit added to the water, the machine would fly a horizontal distance of 1,640 yds.
+
+The boiler is empty at starting, and, first of all, the water is drawn into the tank then heated until the vapour ignites the flame, being maintained by some asbestos put into the coil. As the boiler becomes hot, the water is drawn out again; after a few strokes; the pump discharges a small quantity of water into the boiler; steam is thus instantaneously generated
+
+FLYING MACRISSES 65
+
+on the flash principle, and the engine commences to work.
+
+A large machine is designed to have 480 square feet of horizontal plane, weighing 360 lbs., requiring 1.4 lbs. of propulsion, and will fly at 100 miles per hour at a time.
+Mr. Hargrave has recently published accounts of his experiments in the Transactions of the Royal Society of New South Wales. The matter
+
+
+
+
+ |
+Scored |
+Total |
+
+
+
+
+| Horizontal plane |
+ |
+ |
+
+
+| Total area in square inches |
+2004 |
+7120 |
+
+
+| Square inch area per lb. weight |
+1048 |
+7120 |
+
+
+| Length of plane in feet |
+1000 |
+7120 |
+
+
+| Line weight per square inch |
+0005 |
+7120 |
+
+
+| Area of plane in square inches |
+16000 |
+7120 |
+
+
+| Horizontal distance flown in feet |
+135 |
+7120 |
+
+
+| Total distance in feet per foot of power |
+61 |
+7120 |
+
+
+| given in Vol. XXVII, XIX, XXI, XXIII, and XXIV goes extensively into the subject of mechanical flight by means of vibrating wings. |
+
+
+| The following comments on two of his machines are given in Vol. XXIII, one of them being screw propelled, and the other having vibrating wings or toothed planes, as he calls them. |
+ |
+ |
+
+
+| One of Mr. Hargrave's engines was made to serve as the boss of the screw propeller. It had three cylinders, 8-in. bore, each being in line. |
+ |
+ |
+
+
+
+
+![]() Flying Machines
+65
+
+with one of the blades, and all in the same plane;
+weight, 7 oz.; stroke of pistons, 1/3 in.; working pressure of air, 150 lbs. per square in., falling at a speed of 100 miles per hour; revolutions of propeller, 450 revolutions per minute. The propeller blades were each of an area of 32 sq. inches, and set at an angle of 20 deg.; pitch 44 ins.; diameter of propeller, 84 ins.
+
+Hoffman.
+The Hoffman flying machine models have been produced to imitate the flight of the stork. They are constructed on the same principle as that used by a screw propeller having two pairs of blades placed so that one pair is behind the other. For starting purposes the machine stands upon hinged supports which can be folded up when the engine starts, as soon as flight commences. One of these models has wings of 9 ft. span and weighs 7 lbs. The other model was divided into three parts, the upper plane divided into several sections, but did not prove successful in this arrangement. Steam and carbon dioxide engines were used for the motive power, and the total weight about one-eighth of the total weight of the entire machine.
+
+Horatio Phillips.
+An inventor who has displayed much ingenuity and engineering skill, in 1876, Mr. Horatio Phillips invented a flying machine. He based his ideas by means of an experimental machine which is of a larger size than that which might be
+
+FLYING MACHINES
+
+called a model though it has not sufficient power to fly with an aeroplane on board. It has actually risen by its own constant motive power to a height of 30 feet, and has traversed an horizontal distance of about 50 yards. The length of the body of the machine is 25 ft. by 8 ft. in width; the pro-
+pellant arrangement is a screw 6 ft. 6 ins.
+diameter, driven by a steam engine placed in the boiler being carried with the engine upon the machine; and the area of propeller blade surface 10 square feet. The use of this form of aeroplane is used for lifting and sustaining the machine in its flight. This looks like a common Victorian window blind, but in fact it is the result of many years' research into the problem, and is the embodiment of Mr. Phillips' ideas upon the question of flight by means of aeroplanes. The blades are made of wood, and are fixed in a steel frame, the curves being shaped accurately to a definite design based upon the results of experiments.
+
+The upper side of the blade is convex with the maximum curvature at its leading edge. The under side is concave, but with a small amount of convexity near the leading edge. Width of each blade is one inch, and their total length is 10 feet, of entire frame, 10 ft. by 8 ft. in depth; sustain-
+ing and lifting surface equals 140 square feet area.
+The thickness of the blade is one-eighth of an inch. The concave side is hollowed to a depth of one-sixteenth of an inch, they are made of wood, and fixed in a steel frame. When
+
+68
+
+FLYING MACHINES
+
+these blades are propelled in a horizontal direction they are really moving through a current of air, the velocity of which will depend upon the speed at which the blades are moved. The aircurrent is deflected in an upward direction by contact with the forward edge and curves over towards the trailing edge, including a partial vacuum above the top surface of the blade. An air current also passes under the blade up into the concave under-surface, producing a combined effect of pressure underneath and vacuum on the top causes the blade to rise and
+
+![]() Fig. C
+![]() Fig. D
+
+FLYING MACHINES 65
+
+exert a lifting effort. This effect is produced by each individual blade ; the combined effort of the whole number of blades fixed in the frame is the total lifting power of the machine. According to
+
+Fig. 1.
+
+Fig. 2.
+
+Fig. 3.
+
+Fig. 4.
+
+Fig. 5.
+
+Fig. 6.
+
+Fig. 7.
+
+Fig. 8.
+
+Fig. 15.—Shapes of Sustaining Blades tried by Phillips.
+
+Mr. Phillips, he has produced a lifting effort by this means of nearly 3 lbs. per square foot of blade area.
+
+The lifting effect produced by a current of air moving over a correctly curved surface can be
+
+70
+FLYING MACHINES
+
+shown by a very simple but instructive experi-
+ment suggested to the writer by Mr. T. W.
+Clarke, the aeronautical engineer. Cut a piece of paper about 8 inches square, by cutting it diagonally will do; paste a piece of paper B similar size to one of its edges as indicated by the sketch. Bend the paper to a point at A, and pass a current of air across the card towards it as indicated by the dotted lines. The paper will rise instead of being deflected downwards. Bow as hard as you can, and the paper will still rise and move away from the point A. If you now bend the paper to a reverse curve as Fig. 1 shows, the paper will not lift at all but be depressed by the air currents.
+
+The experiments which have enabled Mr.
+Phillips to determine the most efficient form of wing, have been made under the auspices of the Aeronautical Society of Great Britain. He placed a variety of shaped wood blades in a current of air, and tested them with a view to finding out backwards by a suitable apparatus. Fig. 15 gives an idea of the various blade sections tried. In addition, an experiment was made with a wing of wood, which was found to be so well suited to the apparatus and tested as a comparison with the wood shapes. An account of this work appeared in "The Aeroplane," Vol. XL, August 14th, 1885, page 100, from which the table of results on opposite page is taken.
+
+FLYING MACHINES 71
+
+The centre of effort of the surfaces was found to be one-third of the breadth from the forward end. Under the surfaces of all the shapes are hollows which diminish the weight. In a given surface the amount of concavity and convexity must bear a certain definite proportion to the volume of the body.
+
+The actual weight of the flying machine in working order was 360 lbs., and it carried a load of
+
+| Form | Weight of air | Dimensions of lift effect |
+|---|---|---|
+| Plane surface | See per cent. | Area, sq. ft. | Area, sq. ft. |
+| Fig. 1 | 00 | 16 x 125 | 0.07 |
+| = 2 | 44 | 16 x 82 | 0.07 |
+| = 3 | 44 | 16 x 62 | 0.07 |
+| = 4 | 88 | 16 x 55 | 0.07 |
+| = 5 | 88 | 16 x 45 | 0.07 |
+
+Book I. wing
+
+83 lbs. on its mean axis
+
+83 lbs.
+
+of 66 lbs. in addition. In order that the flight could be controlled, the machine was attached to a pillar fixed in the ground, and the movement of the wheel by which of which the pillar was the centre. It was not allowed to rise more than about three feet from the ground, and was steadied by a rope passing round the body with which travelled upon a circular track 628 feet in circumference, contact being maintained by a weight of about 17 lbs. pressing the wheel.
+
+72
+FLYING MACHINES
+
+in a downwards direction. The guide wheel was also connected by a wire to the central pillar. Speed of propeller about 600 revolutions per minute; the machine not only raising itself but a few feet into the air, under various conditions of wind. Apparently these machines give best results when they are horizontal. It seems that there is a proper proportion of lifting surface to weight, and that this proportion is not so good when the area of blunders was increased without any increase of propelling power. Other performances were: 500 feet in 3 hours per hour; weight of machine, 380 lbs. It flew 1,000 feet without descending, and lifted a load of 53 lbs., the lifting planes thus sustaining 24 lbs. (approx.) per square foot of under-structure area.
+
+Ader.
+
+From 1892 until 1892 Mr. Ader, a French electrician, experimented with flying machines apparently intended for purposes of warfare. The first one of these weighed 53 lbs., and was driven by a motor which worked with a vibrating movement by muscular power. A later model had wings of 54 feet measurement across. It weighed 1,100 lbs., and had a motor driving up to 1,500 lbs. The motor was contained within the body. Some amount of secrecy has been observed with regard to the design, and Mr. Ader experimented with them, as the money for their construction
+
+PLATING MACHINES
+
+and tridice, to a sum of about £30,000, was provided by the Minister of War. The wings were made of silk, and though of jointed construction, did not vibrate, but served as aeroplanes, propulsion being effected by a steam engine. A flying boat, called the "Fouga," each driven by a steam engine. This engine is said to be a triumph of mechanical workmanship combined with type, and is the first in the world, until to have given 30 to 50 h.p., its parts being cut from solid forged steel. Supporting wheels.
+
+Fig. 15.--Ader's Machine.
+
+are fitted to the body so that the machine can travel upon the ground whilst acquiring the necessary speed at which the aeroplane wings will rise. The machine is designed to rise 20 to 30 yards of level surface in required. According to Mr. Ader he was successful in making the machine rise 15 feet in 15 seconds, and then rise 50 or 60 feet into the air. Official trials were made at the camp of Satory, but the Minister of War does not seem to have considered them satisfactory, as they were interrupted on account of the inventor did not prefer to continue.
+
+Parts of
+
+74
+FLYING MACHINES
+
+these machines are preserved in the museum of "Arts et Métiers", at Paris.
+
+Sir Hiram S. Maxim.
+Remarkable work has been done in England by the well-known engineer, Sir Hiram S. Maxim, who constructed many successful experiments with models but constructed a steam flying machine of such size that engines of 350 h.p. were fitted to drive it. This machine was built for the purpose of being flown by an American by birth, and his earlier work was done in the United States, where he received a training in electrical engineering. In America he was active in electrical work, inventing the Maxim incandescent lamp, the Maxim dynamo and regulator and arc lamps. The success of this invention and the other machine guns made his name familiar all over the world.
+
+It might well be anticipated that the inventor who could produce an invention requiring such skill, perseverance, and originality as that displayed in the design of the Maxim automatic machine-gun would also be able to design a flying machine in an equally skilful and original manner. This has been the case. Sir Hiram Maxim, who had been engaged on the design of a machine gun which he hoped to produce a perfect machine at the first essay and which usually wrecked itself and killed its designer on the trial trip, has proceeded to acquire practi-
+cal knowledge by means of quite different
+
+FLYING MACHINES 75
+
+wisely declining to go up in the air en his machine until he can control it and know what it is going to do. After considering the question for a long time, he has decided to build a flying machine by testing the propelling power of screws in air, and the lifting power of aeroplanes adjusted to various forms of wings. The screw is about the end of an arm about 60 feet in length, and which revolved in a circle at varying speeds up to 90 miles an hour. Having thus built a great deal of machinery, he has constructed a large steam-driven machine—a photo of which is given on Plate IX—which shows the machine with all its parts. The most important part of this ground is the large building erected for housing and making it. This machine is a marvel of mechanism, and consists of a platform carrying a light framework of steel tubes and wire stays which support the aeroplane and propelling machinery. It is driven by two vertical condensing steam engines each having two cranks and driving a screw propeller made of wood covered with cloth. The cylinders are 3 ft. 6 ins. in diameter and 16 ft. in length and diameter and 16 in pitch. They run at 350 to 400 revolutions per minute; each engine gives approximately 175 h.p. and weighs only 500 lb. The propeller is mounted on a shaft of similar pattern to those of Yarrow and Thornycroft; this boiler, with its wind cutter, is mounted on the platform, and can be clearly seen in the
+
+76
+FLYING MACHINES
+
+illustration; the steam pressure is 300 lbs. to 320 lbs. per sq. in., and firing is by gasoline, burned in a large number of jets. Steam can be raised at the rate of 500 lbs. per minute. The weight of the machine is about 7,000 lbs.; the width across the aeroplanes is, roughly, 120 ft. The experiments were made on a railway track laid in Balldown's Park, in Kent, where Sir Hiram Maxim at that time resided.
+Strong wood guard rails were fixed alongside the track, and the machine was placed on this to run along the track, and were so situated that the machine could not rise more than a few inches from the ground. The platform was attached to the rail, and was attached to the platform, and came into contact with the over-hanging portion of the guard rails as soon as the aeroplanes lifted to the pre-arranged amount. The machine was then raised vertically by vertical springs, so that it could lift itself verti-
+cally through a short distance without the run-
+ner being disturbed. A wire connecting the engine was connected to a recording dynamometer appa-
+ratus so that the amount of rise and lifting power required by the engine was recorded. The speed was up to 40 miles per hour, and the machine was allowed to rest at the end of the run by means of a series of weighted ropes stretched across the track, which were released when the machine had risen high enough to allow the machines to be checked by their accu-
+mulated drag as they were each picked up in turn.
+
+FLYING MACHINES 77
+
+On one occasion, when travelling at full speed, the lifting power of the aeroplane was so great that one of the outriggers buckled, allowing the rear part of the platform to rise free away from the ground. The machine then rose into the air, but the machine slewed round, and would have gone up into the air, but Sir Hiram Maxim, who was on board, ordered the engine to be stopped. He pre-
+sised that an accident had happened and shut off steam, the machine coming to the ground a short distance from where it started. There were no marks of the running wheels on the ground between the spot where the machine alighted and the track, which proved that Sir Hiram Maxim had not been able to lift himself from the ground, which would lift itself from the ground by means of its self-contained dynamic energy alone. With a similar result, when experiments were made with screw propellers, 80 are expended in merely driving the machine through the air, that is by reason of air friction, and 183 are effected in producing a lift of 100 lbs., or 1100 lbs. per square foot. The screw propellers when the machine is pre-
+vented from moving and 2000 lbs. when it is in di-
+rectional movement. This is due to friction with
+the horizontal. The problem of aerial flight was not yet completely solved ; it was necessary to keep on an even keel. Experiments were com-
+mented with model machines in a very ingenious manner. The models consisted of cigar-shaped
+
+78
+
+**FLYING MACHINES**
+
+bodies carrying aeroplanes and driven by screw propellers; the motive power being obtained from the energy stored up in a heavy flywheel pivoted on the body of the machine. The model was built to scale, and the propeller was of large diameter. A high framework was erected, from the top of which the models commenced their flights which were observed, and the behaviour of the machines was noted.
+
+The model was held at starting by a clip, so that it could be instantaneously released, and the pro-
+peller was started by a spring, which would allow it to run up to speed by means of a heavy falling weight pulling on a cord which passed round multiplying wheels. As soon as the propeller and its flywheel had attained sufficient speed, the model was released and made its flight. These experiments came to an end by the expiration of Sir Hiram Maxim's patent, but Mr. H. G. Tait visited Dyson's Park, and the flying machine was dismantled.
+
+The engines of this machine were made of thin sheet steel in almost every part, everything being hammered into shape with a hammer. The frame consisted of hollow steel tube, the flanged couplings were connected by a large number of very small bolts ; the propellers were attached to these engines, together with one of the screw propellers, and the complete model of the flying machine was exhibited at the Great Exhibition of 1851 in the Machinery Gallery of the Victoria and Albert Museum, South Kensington; also the ex-
+perimental machine used for determining the
+
+FLYING MACHINES 79
+
+power of the recoil when making the first auto-
+matic Maxim gun.
+
+His experiments at Baldwyn's Park, and the
+construction of the steam flier, cost him more than
+400,000 pounds sterling. He has now com-
+menced work and is constructing a new
+machine.
+
+A considerable amount of information regard-
+ing the details of the propelling machinery, with
+an illustration of the boiler, is given in Engineer-
+ing for August 10th, 1894, Vol. LVIII, page 196,
+and in The Engineering Magazine for October
+page 226, Sir Hiram Maxim gives some of the
+figures of his trial runs with curves, showing the
+thrust of the machine at different speeds. At a
+speed of 27 miles per hour, the indicators at the
+rear-swinging wheels recorded a lift of nearly
+5,000 lbs., though the forward wheels more
+than 2,500 lbs., so that the thrust exerted by the
+propellers was 700 lbs. Another diagram records
+a total lift of 6,500 lbs. at 27 miles per hour.
+The area of the wings was about 2,894 square feet;
+that of the small plane 136 square feet; the area of the bottom of the machine
+was 1,360 square feet. The total thrust was thus
+effect, amounting to 500 lbs., is stated to be due
+to a head wind, which thus assisted to raise the
+machine by its effort upon the aeroplanes; 500 lbs.
+being obtained by the wind acting on the propeller,
+exerted by the screw propellers. This thrust at
+full power was 1,960 lbs. Further particulars
+
+S0
+**LIVING MACHINES**
+
+of these experiments are given in "Artificial and Natural Flight" by Sir Hiram Maxim.
+
+Percy S. Pitcher.
+
+Mr. Percy S. Pitcher achieved some success in England with aeroplanes, his experiments extending over six years, during which he made trials with a number of models, but none of them had sufficient power to lift a man, and Mr. Pitcher
+
+![]() Fig. 17.--Pitcher's Soaring Wings.
+
+made many ascents, in the end meeting with an accident which caused his death whilst trying the machine on the ground. His first model was a kite. His aeroplane (Fig. 17) was in the form of con-
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+S0
+81
+
+monster ran upon the ground, the aeroplane lifting him as soon as the speed became sufficient.
+At this stage the lift would be continued and increased owing to the pull of the horse, which ran backwards. The experimenter desired to descend he released the rope attachment by means of a cord provided for this purpose, and soared to the ground by his own momentum. It was the intention of Mr. Flihcer to afterwards use an oil engine to provide the necessary power, but the fatal accident unfortunately put an end to the experiments.
+
+![]() Fig. 18.—Professor Langley's Machine.
+P
+
+82
+FLYING MACHINES
+
+Professor Langley.
+An advocate of aeroplane machines is Professor Langley, of the United States of America. His apparatus, constructed in 1903, is capable of supporting a man, and can carry two men at a distance of three-quarters of a mile without any one on it. The trials took place over the river Potomac, a high floating structure carrying the machine being placed on the water. From this elevated position at the top of the structure the machine was launched upon its flight. In case of accidents to the pilot, owing to the fall of the water, and the wind would be more steady and less liable to eddies than if the experiments were conducted over a stretch of land. The material used for the construction of the machine was wood, and for the aeroplanes silk. Motive power is by means of screw propellers approximately 4 ft. in diameter, each having a speed of 150 revolutions per minute. The length of the machine is 15 ft.; its weight, 30 lbs.; its side planes are inclined at an angle of 135 degs. to each other; the plane at the front is that to set it in motion (Fig. 18).
+
+Bleriot.
+M. Bleriot uses a machine which is quite different from the Voisin design used by Monsr. Delagrange and Farman, or that of the brothers Wright. It has a single propeller, and weighs his No. 11 machine, 23 feet across main plane, surface area 160 sq. ft., weight 506 lbs., fitted
+
+FLYING MACHINES
+
+with a 35 h.p. use two-cylinder B.E.P. (Robert Eamont Pelterie) motor, and has flown 600 feet at about 45 miles per hour estimated. The No. 8 machine was fitted with a 60 h.p. use Antoinette motor, and has flown 1,000 feet at about 75 miles per hour estimated. Spread of the front plane about 45 ft. 6 in.; there is a movable vertical plane above this to assist in steering. The body of the body are two planes which act as rudders, one for elevation and the other for direction. This machine made the first record under official sanction on September 19th, 1908; it flew against a wind for a distance of 1,688 feet in 47 seconds, or rather more than 24 miles per hour. The second record was made on September 19th, 1908, owing to the sudden stoppage of the motor, having made a number of flights. Though falling from a height of about 100 feet, it landed without injury. The No. 9 machine is fitted with a 60 h.p. use Antoinette motor, 16 cylinders, and has made average runs of about 25 miles per hour over a distance of 250 feet across the main plane, supporting surface 267 square feet, weight with operator 11 cwt. His flight was larger than No. 11, having a span of 31 ft. across the main plane lifting surface 294 square feet; length approx. 28 ft.; propeller 94 ft. diam.; driven by a 35 h.p. motor; and has been in constant use since its construction.
+
+The machine is placed in front in distinction to the practice of the brothers Wright and Mosers.
+
+84
+
+**FLYING MACHINES**
+
+Voisin Frères. Experimenters differ as to which is the best place. Sir Hiram Maxim is of a decided opinion that it should be at the rear. Possibly M. Blériot places it in front for structural reasons. But I am of the opinion that the argument that the air leaving the propeller with increased velocity assists in supporting the machine is not valid, and may even be detrimental. This aeroplane, like those used by Messrs. Farman and Dalgarneau, has to reach a speed of about 25 miles per hour before it will take off.
+
+During 1908, M. Blériot made a cross country flight in France from Tourny to Artenay and back again, and on this occasion two stoppages were made during the trip. Also a cross-country flight of 25 miles from Mondeur to Enamee Etaupes to Cruix, Bessin, Chevillotte, Ordonnay, and finally to Le Havre was on the way. He has the distinction of being the first, and at the moment of writing, the only man to make a successful flight over water. The rapid development of aviation is dwarfed by this wonderful achievement.
+It was accomplished on his No. 11 machine (see page 36). On Sunday, July 17th, 1908, the course being from Barrancourt, a little village near Calais, to Dover. [For description and illustrations see The Model Engineer for Aug. 12th, 1908.] (See also page 36 for Blériot's drawings of machine.) M. Blériot, nearing the English coast, found that he had gone too far to...
+
+FLYING MACHINES 53
+
+the east and had to turn west, in a parallel direction to the shore for some distance in order to reach a landing place at Dover. The descent was made into a meadow near the Castle. His flight was made at the rate of 10 miles per hour, merely a rush across. The time occupied was 37 minutes. A speed of over 42 miles per hour was attained.
+
+Some alterations had been made in the machine since it was first constructed, and the particulars of its principal dimensions are as follows:—With an incline of 10°, the angle of ascent was 20°, 28 ft.; breadth of plane, 6 ft.; overall length, 25 ft.; area of vertical rudder, 44 sq. ins.; maximum weight, 100 lbs.; weight of machine, 484 lbs.; propeller of wood, two blades, diameter 6 ft. 8 ins., driven by a 3-cylinder Amson petrol engine of 25 h.p., air-cooled, with a carburettor. The propeller being an inflated indiarubber air vessel to the frame of his machine in case of a forced descent into water, which would occur in case of failure of the prop- portions, which are not apparent in the photograph. The central portion, which has an area of 10 sq. ins., is fixed to the frame; the outer portions, which are each 2 ft. 10 ins. span, and have each an area of 8 square feet, are pivoted so that they can be tilted up or down according to circumstances. The breadth of all three is 2 ft. 10 ins. The frame of the machine is hardwood, with steel
+
+86
+**FLYING MACHINES**
+
+piano wire stays, and the planes are covered with
+rubberized cloth. Control is by warping the main planes; the rear edges are flexible, so that either can be pulled downwards to some extent. The
+rearwardly placed planes act as elevating planes. They are connected to and operated by a hand lever, which has a universal
+movement (British Patent No. 3075). The elevator can
+thus adjust all the planes by the movement of one
+hand. The vertical rudder is operated by a
+push-rod, and the horizontal rudder by rubber
+rubber tension springs. This is one of the smallest
+successful flying machines yet made. The section of the planes approximates to Fig. 1, page 69.
+
+**Santos Dumont**
+
+When it was reported, early in 1900, that M.
+Santos Dumont, the intrepid aeromot whose work in connection with dirigible balloons had been summarised in the foregoing chapters, was given a hurried interview at his Paris home,
+about how he would build a heavier-than-air machine, it was not generally thought that he would be so suc-
+cessful with the first machine of the new type.
+
+The machine with which Santos Dumont ob-
+tained so large a measure of success in the fall of
+1900 was constructed on the superimposed airship
+method, the two sets of
+
+![]() A diagram showing the layout of Santos Dumont's flying machine.
+
+FLYING MACHINES
+
+87
+
+aeroplanes being of cellular form and placed at a slight angle to the horizontal as shown. In front of the aviator's platform protrudes a long "girder," at the end of which is a box rudder which can be turned on a horizontal axis from the platform and gives to the machine a rising or falling movement.
+
+The following diagram shows this principle well in the photograph (Plate XI). An Antoinette motor with eight inclined cylinders is set giving 60 h.p., and driving an aluminium screw propeller, 6 feet diameter, which gives 150 revolutions per minute. The engine is 1,500 revolutions per minute. The span of the wings is 19 metres (59 ft. 4 ins.), and the total weight of the machine without the weight of the operator, is 160 kilograms (352 lbs.). The engine weighs only 72 kilograms when running. The results obtained by experi-
+ments with this machine ranged from July to the end of the summer. At the earlier trials at Baga-
+s, near Paris, the machine was driven across the field at a speed of 40 kilometres per hour (241 miles per hour), with the propeller running at approximately 1,000 revolutions per minute. After a distance of 100 metres from the start of the run the aviator tipped the guide aeroplane slightly and the two front wheels of the carriage struck the ground. The machine then rose off the ground first; then the rear wheel left terra firma and the machine soared for a distance
+
+88
+FLYING MACHINES
+
+of 16 to 20 feet. In striking the ground the machine was badly damaged.
+
+Later, M. Santos Dumont accomplished a flight of fifty fully six hundred (nearly twenty feet), at a height of 30 feet over the ground. X1 showing him starting the ascent.
+
+Several trials had been made during the day (October 25th) but owing to the cold, after some slight preparations had been made, he started off at about 25 miles per hour and soared the distance of 1,000 metres. The aviator could have gone further but he became rather nervous, owing it is said, to a slight rolling tendency and the presence of people ahead; he then turned back and landed on the ground. Earth it did not strike the ground heavily, only slightly buckling the carriage wheels.
+
+The machine was afterwards provided with a rear vertical rudder, and the rolling tendency may have something to do with this. As a result of the flights of October 25th, the Aero Club of France, which had been formed by Dumont himself, measured, awarded him the Archdeacon Cup, as there was no doubt that his "No. 14 bis" actually flew at a height of 30 feet (about 92 feet). M. Santos Dumont has recently constructed a small monoplane which he has named "La Fée Bleue" ("The Blue Fairy"). It is similar to the "Bleriot," designed by that over the operator driving a two-blade screw propeller
+
+PLATE XVII. The Shape and Operation of the Cylindrical Machine.
+
+PLATE XVII. The Photographer's Station.
+
+PLATE XL - The Antoinette Monoplane No. 1, Latham in flight at Montlhéry.
+
+PLATE V. C. - F. G. C. A. H. 1906
+
+FLYING MACHINES 89
+
+placed in front ; the main planes are 15 feet span and 6 ft. 5 ins. in width, supporting surface 115 square feet approx., total weight 242 lbs. It is designed on the dihedral principle, but, unlike the ordinary biplane, the upper plane is placed below the aviator's sit bench instead of being above the main planes. The total length of machine is 20 feet, and its height 3 feet. It has two elevators and vertical planes. It works upon a universal joint and serves as both elevator and rudder for direction. It can be elevated or depressed from a hand lever and moved by means of a hand wheel. A lever worked by the back of the operator warps the main planes, all these movements being effected by means of a cam which is largely composed of bamboo with wire stays. The machine runs upon two front wheels and a single skid at the rear. Notwithstanding its beauty this machine is not very successful. It has risen from the ground in the record shortest distance, actually lifting itself after a run of about 70 yards, and then rising to a height of 77 yards. On 17th September, Mr. Santos Dumont started in his machine from St. Cyr and flew to Vaujours, a distance of 10 miles, in twenty-five minutes, descending into the park of the Comte de Galand. He has made some experi-
+ments to show the stability of the machine by causing it to tilt slightly to one side, thus giving balance to one side of the framework. The machine flew evenly and was not upset, even if
+
+90
+FLYING MACHINES
+
+The weight was suddenly dropped. The aviator may remove his hands from the steering wheel and the machine will continue undisturbed. M. Santos Dumont thus gives any rights which he might maintain to the inventor of the flying machine, free to anybody to copy. A detailed description, with illustrations and drawings, will be found in the "L'Aviation" of 1896. The first successful flying machine yet made which has actually proved successful. M. Santos Dumont frequently carries it at the Paris International motor car.
+
+Orville and Wilbur Wright
+
+The brothers Orville and Wilbur Wright were the first men to publicly demonstrate the art of flying by means of a motor-driven aeroplane. Human flight by means of power driven machines became feasible and, in which the direction and height was under the control of the pilot. The early experiments on these inventions were restricted to glides with controllable aeroplanes similar to that shown by Plate XIII, which carried the Wright brothers across a field.
+
+With a motor-driven aeroplane, represented diagrammatically by our sketch, weighing 925 lbs., Messrs. Wright claimed the following successes:
+
+Sept. 17, 1903: 10 miles in flight 9 sec.
+Oct. 14, 1903: 15 miles in flight 9 sec.
+Oct. 20–21: 19 ... 15
+Oct. 20–21: 17 ... 15
+Oct. 20–21: 17 ... 15
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ... 5
+Oct. 20–21: 33 ...
+
+FLYING MACHINES
+
+Mr. Chilton, a well-known authority, also in-
+dependently reported that he witnessed a flight of
+1,377 feet in 28 seconds in 1904, the conditions
+preventing more than one or two flights per hour.
+After having traversed about 500 feet, a gust of wind struck the aeroplane, tilting it in
+the air, and Mr. Orville Wright, not being able to
+proceed further, turned the machine round with the wind instead of against it, as was usual.
+The machine was slightly damaged.
+
+During the same period, a German glider made by Messrs T. W. K. Clarke & Co., Aeronautical Engineers of Kingston-on-Thames, England. It is
+53 feet span across the main planes and weighs 600 pounds. The design of this earlier Wright design the aviator sits upright instead of lying prone. Some of the details have been omitted from Plate XIV (see September 18th and 25th for drawings and des-
+cription). Plate XIV shows the launching rail and gear also made by Messrs Clarke which is on the ground at the right side of Plate XIII for power-driven machines. This glider proved of much utility to the user, Mr. Oglive, for whom it was built, as preparatory to his power-driven
+Wright Aeroplanes.
+
+The brothers Wright show remarkable skill as aviators. Mr. Orville Wright broke all records on Sept. 11, 1908, at the National Air Meeting at St. Helens. He flew for periods of 9 minutes 6
+seconds over the parade ground, the machine also
+
+92
+**FLYING MACHINES**
+
+carrying a passenger, at a speed of 38 miles per hour. Ascending alone, he remained in the air for 74 minutes. 20 seconds, circling at an altitude of 250 to 300 feet. At a later date he met with a fatal accident while ascending during a flight. The machine fell from a height of about 70 feet. One of Mr. Wright's legs was broken by the fall. He was a member of the United States Army, who was a passenger, so severely injured that he died the following evening. This accident put a stop to Mr. Orville's experi-
+ments with the machine. In 1906, however, the Wright brothers continued to make successful flights at Le Mans, in France. On August 19, 1908, he flew a dis-
+tant distance of 134 kilometers (84 miles) approximately, and to a height of 100 meters (328 feet). The probable actual distance covered on this fourth flight was probably greater than that on his first flight on Dec. 18, 1905, had a duration of 1 hour 55 minutes, nearly, the distance covered being 614
+miles. The average speed attained was 25 miles per hour. The distance covered in these early figures; the distance, including turnings, was 744
+miles; height, 53 to 50 feet; the accidental landing on top of a house was considered a termi-
+nation. Immediately after Mr. Wright flew to a
+height of about 360 feet, passing over a captive balloon anchored 300 feet high in the air.
+A second flight took place on June 16, 1908,
+at Anvers Camp, on a triangular course of two
+sides each 1,000 yards, and a third of 218 yards.
+
+
+
+
+ |
+ |
+
+
+
+
+ |
+ |
+
+
+
+
+FLYING MACHINES
+
+The machine remained in the air during slightly over 2 hrs. 16 mins., travelling a total distance equal to 74 miles. Mr. Orville Wright has flown 13 miles in 16 minutes, and for 1 hour 12 mins., carrying a load of 50 lbs. (23 kg.) at a speed equal to about 45 miles being covered; he has attained a speed of over 64 miles per hour. During the same period, Mr. Wilbur flew two ships to the United States in October, 1909. Mr. Wilbur Wright flew over several of the ships and then some ten miles up the Hudson river and back, both of which sections being about equal to 24 miles.
+
+An instructive and descriptive comparison between the Wright and Voisin machines (used by Messrs. Farman and Delagrange) is given, with many details, in a paper read by Mr. F. W. Langley before the Institution of Civil Engineers at Great Britain, Dec. 6, 1908. Reference has been made to this for some of the details of these machines given here.
+
+Notwithstanding that the machine (see Plate XV), consists of two main planes, having a total supporting surface of 500 square feet, i.e., 250 square feet on each plane, it is designed so that the jointed frame so that the operator can cause the surfaces to twist for the purpose of guiding the flight. The frame is of hickory wood, covered with cloth, and is supported by four struts, each 7 ft. in width. They are at f. vertically apart; wire stays are used. A pair of gliders are fixed
+
+94
+FLYING MACHINES
+
+underneath, and the machine alights upon these.
+In front of the main planes are two small hori-
+zontal planes used as rudders for elevation : between these are two small D-shaped planes,
+which serve to guide the machine when flying. A
+vertical rudder placed behind the main plane
+determines the direction. The engine is at the
+centre of gravity, and is driven by two large
+cylinders by a 140 horse power, weight said to
+be 200 lbs., speed 1,500 revs. per minute, 34 to 30 horse-power approx. It drives a pair of two-
+bladed propellers, each 6 ft. in diameter, and
+9 ft. in f.t. effective pitch, by chain gearing speed-
+ing the propellers down to a ratio of 35 to 10, so that they turn in opposite directions to neutralise any tendency to tilt the machine ; total weight of machine with
+operating crew is 1,700 lbs. The Wright English Patent No. 0762 of 1904. These details of the method of using the machine.
+There are a considerable number of claims mostly for improvements in the construction of aeroplanes.
+patents, Nos. 24070 and 24077 of 1905, which are supplementary to the first one (see Flight Magazine for July 1st, 1905, for drawings and abstract) and deny all claim to invention.
+Also Dirichlet Patent 10608 of 1909 which deals with fixing the elevating plane. Messrs. Wright developed their machines in England but did not make them in manipulation for the success of their machines.
+The aeroplane does not take care of itself in
+
+FLYING MACHINES
+
+flight, but requires the direction of the operator to enable it to deal with variations of air currents.
+etc. Control levers worked by hand are con-
+nected to the main planes and to the rudder.
+The rudder is connected to the control lever by
+an angle and interconnected to the con-
+trol lever, so that when one is raised the other is lowered, and vice versa. The two levers are locked together when the machine is going to turn, so that the inclination of the direction-rudder takes place simul-
+taneously, and co-operates with the angular
+set of the rear course of the main planes. The
+machine is started from a track which is propelled along a railway 75 ft. in length by the action of a weight. Fig. 19 is a diagram showing the principle: $T$ is the truck, and $W$ the weight. The truck is driven by means of a rope passing over guide wheels as indicated and attached to $W$. When $F_1$ is released the weight falls down on the ground, and $W$ lifts off the ground. The aeroplane, being free to rise, can begin its flight at any moment. Sufficient petrol and water for a flight of 120 miles is carried.
+
+These inventors have considered the problem of automatic stability and have applied for a
+
+![]() Fig. 19.
+55
+
+96
+FLYING MACHINES
+
+British patent, No. 2918 of 1909, which deals with the matter. It consists of a relay apparatus worked by compressed air, which controls the elevator and rudder. For illustrated description see Flight, July 10th, 1909.
+
+Dufaux
+
+Many inventors have pinned their faith to the horizontal-running screw propeller as a means of overcoming the force of gravity. There appears no reason why this should be so, whether the lifting power of these screws would be more or less destroyed when the propelling screws are brought into action as the machine is made to travel on a horizontal direction. The question of the efficiency of screw propellers for lifting purposes.
+
+While at the latter point, Mme. Dufaux demonstrated at St. Cloud, in 1905, with a machine consisting of a tubular frame work 16 ft. long, having a pair of propellers revolving in oppo-
+1
+sition to each other.
+A 3-n.c. petrol motor was employed, and the total weight lifted was $18$ lbs., which is $17$ lbs. per unit of power. The only objection to this machine may be made with the results obtained by the use of aeroplanes (see pages 71 to 72, also page 118).
+
+Henry Farman
+
+The invention machine is really that of Messrs. Voisin Frères ; the illustration, Plate XVI, shows
+
+FLYING MACHINES 97
+
+the general construction, for further reference can be made to Plate XVIII., as that machine is also by the same makers. It is of the double surface type as developed by Chanute. The main frame is of ash 32 feet 9 inches across and approximately 10 feet high. The box tail box is nearly square as viewed from the front and has a length of about 10 feet; planes are of mahogany, 6 feet long, 18 inches wide and 58 square feet and the weight including the operator 1540 lbs. Engine is by Amoistette, 8 cylinder vertical having cylinders 435 inches diameter and 12 inches stroke. Speed is 100 r.p.m. at 1100 revs. per min.; it drives direct a single two-bladed propeller 7 feet 6 inches diameter having a pitch of 24 inches. The propeller is just behind the main planes as shown by Plate XVII. The weight of the engine is stated to be 300 lbs.
+
+The machine is mounted on a framework which includes the frame for the purpose of enabling the machine to accommodate itself to any direction when alighting; springs are provided to absorb the impact of landing; and the propeller shaft is to be effected direct from the ground, thus providing a distinct difference to the Wright aeroplane which is affected by wind pressure. The front wheels are clearly shown in Plate XVIII., and these are under the forward part of the box tail. A pair of small wood balancing planes are placed in front of each of the main planes, the purpose being to incline the box tail.
+
+g
+
+**Henry Farman was the first aeroplaneist to make his machine to turn a corner. At Asyle le Moulinicoule, near Paris, he won the Archdeacon Henri Deutsch prize by flying from a given point to another, and back again, without touching the ground, turning round at the far point for the return journey. The total time was 1 min. 28 sec. the actual distance over which he flew being 300 metres. This was, however, nearly double the measured kilometre.
+It was the first occasion on which a circular flight had been made by man under official inspection.
+
+Many other flying performances have been accomplished by Mr. Farman. He has continued to fly his machine for several hours, flying full twenty minutes, circling at a height of about ten feet and covering a distance of about twelve miles. He has also flown from Paris to the country from Chalon sur Marne to Rheims, seventeen miles, without touching the ground.
+During this performance the height at which he flew varied from 70 to 150 feet, and he flew just over twenty minutes. In accomplishing this feat he is the first man to actually fly from one town to another.
+
+According to report his opinion is that the problem of flying by machines depends upon maintaining equilibrium when making sharp turns.
+He has carried a passenger on his machine during a flight of three miles and on other occa-
+
+FLYING MACHINES
+99
+
+sions, one passenger was a lady. At Rheims, Aug. 27th, 1909, he flew a distance of 112 miles in 3 hrs. 5 mins. 56 sec., creating a record for distance, and surpassed this on Nov. 3rd, 1909, at Reims, France, when he flew a distance of 108 miles in 4 hrs. 17 min. 35 sec., breaking all world's records. In each flight he was unbroken by any other pilot, and his machine carried carrying a passenger on his machine for 1 hour 16 min. 35 sec. Latest developments are the addition of movable tips to the main planes to assist in steering, and the use of a sledge and runners between the wheels which are now four under the main planes arranged as two pairs placed diagonally across the machine, and also over the other two for purposes of experiments and has adopted bicycle handle steering.
+
+A further development of Mr. Delagrange's machine is the removal of the elevating plane from the front to a position inside the tail and the propellers to a position in front of the main planes. Mr. Delagrange is using a Frouyette Gnome rotary engine placed behind the propeller.
+
+Mr. Delagrange.
+
+Mr. Delagrange's machine is very similar to that used by Mr. Henry Farman, the makers being Messrs. Voisin Frères of Billancourt, Seine, France. The motor is placed behind the propeller. This motor can be seen just behind the operator; it is by Antoinette, and 50 to 60 m.-p. size. The
+
+![]() A black-and-white photograph of a man in a suit standing next to a small airplane.
+
+100
+
+**FLTING MACHINES**
+
+propeller is connected direct as Plate XVII. A number of successful flights have been made. On April 13th, 1908, at Isay le Mouliniers, Mr. Delangeau flew a distance of about 25 miles in 6 minutes 54 seconds, maintaining his speed for the same year he created a record by a flight of 29 minutes 58 seconds, manipulating his machine through the air. This appearance shows that attaining a speed of over 37 miles per hour. He also made a cross country flight of some 12 miles near Chartres. The steering of this machine, also called the "Biplane," is effected by means of a hand wheel: for direction this wheel is turned to right or left: for elevation it is pulled forward to the operator or pushed from him. At time of writing Delangeau was using a Blériot monoplane.
+
+**Latham's Machine**
+
+Mr. Hubert Latham is an aviator noted for the rapidity with which he hearsnt his art and came into the foremost rank. He is an exponent of the biplane principle, and has recently used the Antoinette machine. Plate XIX is a photograph of this machine in actual flight. The engine is placed at the front end and drives a propeller mounted on the rear end. The rotation, as indicated by a circular haze in front. The machine is the design of an engineer, Mr. Latham, who has had much experience in construction, graceful appearance and speed.
+It is designed upon the dihedral principle, the
+
+FLYING MACHINES
+
+main planes not being in a straight line with each other, but inclining upwards at an angle indicated by $\mathbf{v}$ the object being to obtain automatic lateral stability. The overall span of the main planes is 48 ft. 6 ins., and the thickness of the lower main plane is 3 ins. The upper main plane has a negligible thickness in the centre and upper edges. The breadth is 10 ft. at the body of the machine and 6 ft. 8 ins. at its tips, the taper being to 5 ft. 6 ins. at the tip of the wing. The angle of inclination is a small angle with the horizontal. Overall length of machine from propeller to end of tail plane is 40 ft. 6 ins., and the width between the two main planes, 35 square feet; they are of lattice construction, each carried on two lattice beams, and are therefore hollow. The covering is Muslin, with a layer of khaki cloth underneath it, in lattice, partly covered with thin cedar wood and partly with rubber-coated fabric. Propulsion is from a single engine, which drives a two-blade tractor and screw 6 ft. 10 ins. diameter at 1,100 revs. per min. A 16-cylinder motor of 100 h.p., which is mounted on a platform, weighs 1,040 lbs. It is controlled by an elevating plane at the rear and by warping the rear edges of the main planes, either being pulled down or pushed up so that the whole surface of triangular shape at the rear of the body gives direction. The movements are effected by inde-
+pendent rudders attached to each side of both main planes and the other upon the elevating plane, and a pedal which acts upon the vertical
+
+102
+FLYING MACHINES
+
+rudder. Some detailed drawings and particulars of this machine are given in the aeronautical paper Flight, for Oct. 23rd and 30th, 1905.
+Mr. Latham has flown for 37½ minutes at a speed of 43 miles per hour at Chalk Camp, making a record of 16 hours 77 minutes creating a world's record at the time for mono-plane. He made a cross country flight of 7 miles in 1 minute and 4 seconds in one definite direction, turning and flying back to his starting point without coming to earth, his speed being the rate of 43 miles per hour. His greatest achievement is the flight which he made over the English Channel on July 29th, 1905. Starting from the French coast he flew across the Channel and landed about a mile and a half of the English shore at Dover, but owing to his engine stopping he was com-
+pletely submerged in the water, but he and the machine were rescued unharmed.
+A few days previously he had made an attempt, but his engine, a 60 h.p., stopped when he had ascended to an altitude of 1,000 feet.
+The engine used at the second attempt was of 100 h.p. size. At the Blackpool meeting, this engine gave him a successful and remarkable flight of 164 minutes in a very gusty wind, which was blowing at a rate of 28 miles per hour.
+Recently Mr. Latham took part in a shooting party arriving across country in his aeroplane
+
+FLYING MACHINES 103
+
+and flying home with his guns and bag of game at the end of the day.
+
+S. F. Cody.
+Mr. S. F. Cody has developed a machine to his own ideas. Plate XX is a photograph of this machine when flying. It is of larger size than most of the machines now in use, but not so large as the largest. They are curved, and the edges of each are parallel; width is 7 ft. 6 ins.; total area, 780 square feet; length, 15 ft.; height, 10 ft.; wingspan, 18 ft., and the distance between the planes is 9 feet. The planes at the front are for balancing and elevating purposes, being held simultaneously up or down together, for elevation, and inde-
+pendently for descent, by means of two rudders for direction. One plane is placed immediately over the front planes and the other is carried in a frame below them. The two planes are shown in light in the photograph. The small planes to right and left are auxiliary balancing planes used when small turns have to be made. The main planes are also provided with rudders and rudders mentioned, and also by warping the main planes, the adjustments being effected by a control bar which is connected with a universal movement. Propulsion is by an eight-cylinder 9 h.p. petrol engine, which drives by chains a pair of twin-blade screws placed between the two main planes on either side of the fuselage. A unique feature is the kangaroo pattern tail, which is shown behind the running wheels in the
+
+![]() A black-and-white photograph of a flying machine.
+
+104
+**FLYING MACHINES**
+
+photograph. Is made of a number of pieces of thin wood bound together to act as a spring buffer when the machine is running on the ground. Two wheels, one at each end, are attached tandem fashion, one above the other on a slope. The framework is largely constructed of wood and metal, but the weight of the machine complete is nearly one ton.
+
+On May 14th, 1909, Mr. Cody succeeded in flying a mile at Alberston, being the first man to accomplish this feat in America. On June 2nd he attained a height of 30 feet. He has also made flights of 11 miles, 3 miles, 4 miles, a continuous flight of 5 miles, and a flight of 6 miles. He reached a height of 150 feet and a cross country flight of about 42 miles. On several occasions he has carried a passenger as well as himself on his machine. In the "New York Times" and in the aeronautical paper *Flight* for August 21st, 1909.
+
+**Curtis.**
+
+Plate XXI shows the Curtis biplane in flight. It is an American machine. Mr. G. H. Curtis has built two machines, one with a span of half a mile, another of one mile, also a circular flight of 2 miles at Morris Park, New York, and also 294 miles in twelve hours. He flew 12 miles at the New York World's Fair in September, 1909, also winning the Gordon Bennett Cup prize. This machine appears to be exceedingly easy to
+
+![]() A biplane in flight.
+
+FLYING MACHINES
+105
+
+control, and was quicker to start in actual flight than any other at that meeting. It occasionally commenced to fly after running less than 50 yds.
+Plate XXII shows the Curtis engine and propeller.
+
+CHAPTER IV
+
+THE ART OF FLYING
+
+If the designer and maker of a machine inten-
+ded to navigate the air was at one time certain
+to be looked upon as at least to some extent want-
+ing in mental balance, the person who actually
+rides in one of these machines is generally
+regarded as being hopelessly mad. At the present
+day an experimenter can point to the names of
+many men who have been in the service of
+Mexico, Pichler, Santos Dumont, Farman, the
+Wrights Brothers, Blériot and Delagrange, men of
+scientific mind, reasoning ability, and intelligence
+of the highest order. These men are examples of sound,
+logical reasoning, conducted with great care; and though two of them unhappily met with disaster, yet they had no doubt that the art of flying, they had foreseen that such results would occur under certain conditions, and were taking a reasonable risk. The fact remains that many flights have been made by men who were none of them in moderately rough weather. Those who follow will be not only justified but wise in adopting the methods which have been adopted by preceding exponents of man flight.
+Sir Hiram Maxim, as the account of his work on
+
+THE ART OF FLYING
+
+107
+
+record shows, could have flown up into the air upon his machine, but, as he had not solved the question of maintaining equilibrium and steering, he prevented it from rising beyond a certain limit. He was therefore compelled to make trial flights with absolute safety and to acquire a considerable amount of information. Having thus acquired sufficient knowledge based upon much accurate experimental work, preferred to confine his machine to a limited altitude in order that he might avoid any action with safety. Yet he recently Mr. Santos Lemos intends as he is, acted with extreme caution when he took his remarkable flight upon the "No. 14" for the purpose of demonstrating the practicability of the flying machine. The most useful fliers of to-day are still conducted with every care to keep on the safe side.
+
+Oto Lilienthal proved so much with his soarings as to appear to him that he came to regard his trials as a sport, and it may be that his idea will actually come to be an existing fact. It is a question whether this is not due to the nature of the art. The primary thing to do is to keep near to the ground, no matter whether the flight is made by means of wings or by means of power or with supporting planes lifting by virtue of the soaring or gliding principle. The experience gained will not necessarily enable the person who has learned how to fly himself, however, considered that soaring and flying near the ground is much more difficult than at high
+
+108
+
+**FLYING MACHINES**
+
+altitudes, because the wind frequently moves in eddies, due to the hollows and elevations of the earth's surface. Santos Dumont advises the aeronaut to keep close to the earth, he does not regard this as a disadvantage, but rather as an advantage. Airships or flying machines of even modest size propelled by engine power are very costly things to build, and they must be kept at a great height from the ground. Soaring apparatus, however, is comparatively cheap to construct and try. Mr. Hargreaves has also shown that excellent flying results can be obtained with a model which he lays much stress upon this point in the accounts which he gives of his work to the New South Wales Government. The model consists of a frame, whalebone, cord, tin cans, and wire for engine cylinders and gear appear to be the kind of materials which are required, together with a very modest expenditure of money. It is interesting to note that every model was of some value. Though it had not been a success in flying, it would have been worth while to have built more. Mr. W. H. Cawley of Chester, who has used many model gliders, in his Camcot Lectures previously referred to (page 26), is of opinion that designing of flying machines will not require their construction until models are made.
+
+Lilienthal actively experimented practising with soaring apparatus adviseded to the body to make trials with small wings at first and only in moderate winds. He says that when soaring with only 86
+
+THE ART OF FLYING
+
+109
+
+square ft. of sustaining wing surface he was tossed up into the air upon several occasions. This wing area had previously been 107 square ft., but had been reduced by trials. He advises that the flier must always consider his own safety first, even in case of need ; that is, if he finds the wind taking control and the wings about to be thrown upwards against a dangerous barrier, he should throw himself from the machine. It is also not safe to make trials if the wind has a velocity of over 23 miles per hour unless sufficient skill in soaring has been acquired. The author says : " I never make the spread of wing greater than 25 ft., so that I can restore equilibrium by means of my feet. The amount of wing required for flying breath will be limited so, that this transfer of centre of gravity can be instantly effected so far backwards or forwards as to meet the action of the wind, and thus enable him to continue his movement. It should be more than 8 ft. wide, and will give a total area of 151 square ft., suffici- ent to contain the weight of an average man ; the weight of the machine being negligible in compari- son."
+
+Making a flight, the experimenter should not trust himself, like an inert thing, to the caprice of the wind, but try to exert a dominating and intelligent influence to control his apparatus.
+
+For example, if he wishes to keep his head out of the air current, he should move his legs towards it and keep it down. The natural tendency would
+
+110
+FLYING MACHINES
+
+be to allow the legs to hang towards the falling wings, but this is just the wrong action, as it would contribute to upsetting the equilibrium of the apparatus. To quote Lillenthal: "It does not matter whether we are flying with a sense of indifference whether we are gliding along 6 feet or 65 feet above the ground; we feel how safely the air is carrying us." Soon we pass over ravines and mountains, and after having crossed hundreds metres through the air without any danger, parrying the force of the wind at every turn.
+
+Mr. Plcher leaves the following advice in the use of aeroplanes: "Keep the position of the aeroplane low, not much higher than the common centre of gravity. This will prevent the tendency is for them to tilt the machine. The changes of the wind will act more quickly upon the machine."
+
+In the United States, Mr. A. Chanute, an engineer, has given a great deal of attention to soving machines. He appears to favour aeroplane places placed overhead and to give them the adjusting movement instead of moving the body of the experimenter, like Lillenthal and Plcher. In his experiments he made some thirty trials under his direction without accident. The proportions of wing-sustaining surface per unit of foot per second, speed of flight, 23 miles per hour; calculated sustaining effort, 89 lbs. per horse-power effort of
+
+THE ART OF FLYING
+
+the wind and gravity. Mr. Chanute, in an illus-
+trated account given in Cassier's Magazine for June,
+1801, states the underlying principle of maintaining equilibrium in the air to be this:
+that the centre of pressure must be on the same vertical line as the centre of gravity, due to the weight of the apparatus. In
+this case, the centre of pressure is at the wind
+centre of pressure is constantly moved.
+The centre of gravity may be shifted backwards and forwards to coincide again with the vertical line of the centre of pressure. Lilienthal and Pilcher accomplished this by ad-
+justing their personal weight to new positions as
+required by the change of direction. To alter the
+centre of pressure may be adjusted into a vertical line with a fixed centre of gravity by altering the
+angle of incidence or by shifting the position of
+the wing tips. The following experiments have
+been tried by Chanute in three different ways:
+1. By fixing a horizontal tail (Pennant tail)
+on the front end of the wing.
+This strikes the air with its upper or lower surface, alters the angle of incidence of the
+wings, and therefore alters the direction of
+the air current. 2. By moving up or down their roots, so that they can move horizontally. The arrangement is such
+that the impinging air shall automatically alter the
+angle of incidence without altering the
+centre of pressure. 3. The surfaces hinged so as
+to rock in a vertical direction, and arranged so
+
+112
+FLYING MACHINES
+
+that the impinging air automatically shifts the angle of incidence, and by this will adjust the centre of pressure. The last method is believed to be preferable; but Mr. Chanute says that one cannot afford to neglect the other, which is very delicate.
+
+In his opinion the important condition is that the man shall remain stationary, and it will be found that the problem of the minimum load of sustaining surface per pound to be lifted until the problem of maintaining equilibrium is solved. This means speeds of about 20 to 25 miles per hour to make for safety when reaching the ground.
+
+Drawings and a description of a Wright glider made by Mr. Chanute are given in "Notes" of Kingston-on-Thames (see Plates XIII and XIV), are given in Flight, September 18th and 26th, 1905, and a series of articles on "How to Glide" by Wilbur Wright in "The Aeroplane," for October 2nd, 9th, 16th, 23rd and 30th and November 18th, 1905. Mr. Wilbur Wright also gave a lecture on "The Art of Flying" at his brother Orville before the Society of Western Engineers of Chicago on September 18th, 1901, and June 1st, 1903. These accounts are reproduced in "The Aeroplane," for October 2nd, 1905.
+All of these articles form most interesting and valuable reading. There is also the paper read before the Institution of Mechanical Engineers, October 1907, by Chanute on "Soaring Flights, How to Perform It." (See Flight, June 26, 1906).
+
+![]() A black-and-white photograph of a Wright glider.
+
+PLATE ALL. D. M. GREGORY, AMSTERDAM, 1906
+
+PLATE XVI. Engine and propeller of Gorgon.
+
+THE ART OF FLYING
+
+Mr. C. E. Duryea proposes that safety in ex-
+periments with large flying machines shall be
+promoted by suspending them, during the pre-
+liminary tests, on a wire stretched between two
+trees.
+
+Mr. L. P. Mouillard makes some rational re-
+marks, entitled "A Programme for Safe Experi-
+menting." He also advocates the acquisition of
+knowledge of the laws of nature, which he says
+that the one great element of success is to take
+no chances of accidents. The problem will be
+solved when we have a man who is both one
+who is also reflective and ingenious, who will
+accumulate in his favour all the elements of
+success, and eliminate carefully every element of
+accident. (See the article by Mr. H. G. B.
+Cerfere on Aerial Navigation, 1601.) Lisselhart
+states that he found the management of his
+apparatus so perfect that he could make his
+velocity exceed 13 to 15 miles per hour, and
+advises experimenters not to leave the ground
+until they have become expert. He also always
+flies at night, because he finds it safer in that way.
+This means the equivalent of the well-known
+caution to would-be swimmers, "Don't go into
+deep water unless you know how to swim," etc.
+He is practising to fly, don't be the wings that take you up upon the wind more than a few feet from the ground until you have learned how to manage the apparatus and adjust it to the varying velocities and directions of the air currents.
+Most certainly don't take your wings up to a
+
+118
+
+![]() A page from a book about flying machines.
+
+114
+FLYING MACHINES
+
+height and launch out into the air as a pre-
+liminary trip.
+
+Though the advice to keep near the ground is sound for the beginner the practice is not free from danger. This is proved by the fatal accident which occurred on September 20th, 1896. It was an accomplished glider and aviator. He was flying very low at the bouglouis aerodrome on September 20th, when his machine struck the ground. The main planes came into contact with the ground, the machine turned over crushing him so badly that he died instantly after this occurrence. This accident would not have taken place if he had been flying high. Captain Ferber at that time had adopted the name of De Rue as a flying machine. In consequence of this, any such machine in flight near the ground is subjected to oddities and unstable currents of air. Mr. Paulhan, who has made many flights in England, says it is safe when at a high altitude. He made a high flight at Sandown Park, near London, on Novem-
+ber 6th, 1909, rising to a height of 377 feet, measuring 500 yards. On November 10th, he flew 96 miles in 2 hours 49 minutes 20 seconds, stopping only because his sup-
+ply of fuel was exhausted. On another occasion he flew to a height of about 400 feet, then stopping his engine glided down and landed with ease and safety. He has also made a cross country flight from London to Paris in a machine which he uses as a Farman (see Plate XVI). The
+
+THE ART OF FLYING
+
+115
+
+rapidity with which Mr. Sommer learnt to fly is
+evidence that the art may be very easy to acquire.
+This aviator purchased, almost by chance, a
+second-hand Farman flying machine, and prac-
+tised on it for several days before he took with
+it. On the same day on which it was delivered
+to him he flew a distance of about 34 miles at
+a height of 100 feet. The following day he
+flew for half an hour, 9 days later he visited
+country from Chalon to Savernay and back, and
+has continued to accomplish a succession of flights,
+one of which lasted nearly two hours and a half.
+
+In case of accident Mr. Blériot works on the
+theory that it is impossible for the aviator to save
+both himself and the machine. His method is
+to place himself on one side of the machine, lest
+collision with the ground ; by this means he has
+saved himself from injury though he has had a
+number of near misses. The coolness of the aviator
+keeps a cool head he need never be injured.
+
+CHAPTER V
+
+FLYING MACHINES OF THE FUTURE
+
+Like other appliances, flying machines will in their development, and until they follow a course of development. Those which achieve the first real success and are put to some useful purpose will probably be followed by a series of improvements and machines at a time when, say, 50 years of progress and use have passed. Compare a modern bicycle with those made 30 years ago, and note the difference in size and construction.
+
+A story has been told of an English engineer, a bicycle rider, who went to reside in the East during the summer months for his artistic recreation, he decided to try and make a bicycle, either of a crude one, so that he could have some rides. The man was not clever, however, to whom he explained his design, absolutely nothing would anything to do with it. He would build three wheels or four wheels he would make work, but one had to be able to ride it. He said that he thought it was the idea of a madman. It would not keep upright, and he would not waste his time upon such an absurdity. Another engineer came along and launched his boat into the water, probably re- garded it as about the limit of naval architecture,
+
+FLYING MACHINES OF THE FUTURE 117
+
+yet from the same sources the thing which is called an Atlantic liner to-day carries passengers by the thousands to shores unknown to those early navigators. From the primitive boat to the modern steamer, there has been no great improvement in design and construction except in one way finality is reached?
+
+There is no wayable way to try and form some idea of what future flying machines will be like is to consider the results already obtained and the opinions expressed by those who have made experi- ences with them. The only question is whether of the principles available, namely, that of buoyancy, as exemplified by balloons and that of machines heavier than air, as exemplified by the aeroplane. A great deal of work has been accomplished, and each is still faced with difficulties. The exponents of either type can advance arguments to show that the other is impossible. Count Zeppezauer has stated that it is not possible to construct a balloon strong enough to send a speed of 15 miles per hour through the air. He says that it would be torn into shape and torn to pieces. But has the art of balloon construction reached finality? Count Zeppezauer's argument seems to rest on the assumption that his balloon is built of an enveloping frame-work which encloses the balloon proper, and which is in its turn surrounded by an envelope suffi- ciently strong to resist all external forces. The resistance to a balloon offered by the opposing air increases enormously as the speed is increased.
+
+117
+
+118
+FLYING MACHINES
+
+Double the speed does not mean double the re-
+istance, but a great deal more ; in fact it increases as the cube of the speed. It is, therefore, of great importance to shape the balloon so that it will offer less resistance than the air which it displaces. According to Chante, it can be reduced to 12 per cent of that which would be offered by a disc of the same area as the balloon, placed at the centre cross-section of the balloon. Some experts agree that a speed of about 44 miles per hour is possible. With this speed, the balloon would have obtained a lift 18 times as great as the drift with small wooden planes, but found the efficiency decreased when he made large planes of a flexible material. The weight of these was only 30 lbs. per 100 lbs. of weight per horse-power used to drive it, but the large planes made of flexible material stowed away on a frame did not carry more than 6 lbs. per 100 lbs. Per cent. Professor Langley obtained a similar kind of vessel, his small planes made of wood or metal lifting a greater weight for the power used than any other machine yet made, made of stretched paper. The loss of lifting power seems to be due to the less rigid surface made by stretching the paper. In order to give the best obtainable lifting efficiency, should be inflexible. In his experiments with small sizes and weights, Langley's aeroplanes propelled by one horse-power lifted 50 lbs., while one horse-power. The real weight used was only a few pounds, so that, according to the preceding state-
+
+FLYING MACHINES OF THE FUTURE 119
+
+ments, this efficiency would not be maintained with large planes unless they could be made of some absolutely rigid material. Regarding weight lifted per unit of area, according to Maxim, more than half the weight of the plane is carried by the wing, if well designed, his planes having a width of 13 ins. and length of 6 ft. carried 8 lbs. per square foot. The reason for this is that the whole surface of a flat plane is used the whole surface does not do equal work. Most of the lifting is done by the forward portion, and the plane must be curved so as to give the rear part sufficient lift to do a fair share of the work, again increasing the amount of driving power required. When several planes are used together, as in a seaplane, a similar result takes place—the leading plane does the greater part of the work, for the reason that it works at a lower speed.
+
+Lilienthal believed that aeroplanes offered undue resistance, and determined that it is necessary to make the surfaces of concavo-convex shape based upon the principle of the ellipsoid. From his experiments he led to the conclusion that flat or nearly flat surfaces were unsuitable (he says useless) for carrying a load, but when he found that it was possible he finds that each square foot of sustaining surface will have to be capable of supporting a weight of at least 3 lbs. If the sustaining area approaches infinity, then each square foot will support one square foot, such a machine would not have sufficient strength, and be liable to damage from
+
+130
+**FLYING MACHINES**
+
+strong winds when at rest upon the ground. Phillips maintained that no flat aeroplane would support 3 lbs. per square foot if driven at a practi-
+cable speed and angle of inclination. With his
+machine, which had a wing area of 150 square feet,
+a lift of 10 lbs. was obtained at 40 miles per hour hori-
+zontal speed. The proportion of lift to thrust varied with the angle of inclination, but this point was
+not included. According to his experiments, a
+propelling thrust of about 100 lbs. would be
+necessary to support 1,000 lbs. in air; this multi-
+plying factor being 10. The machine at the
+lowest practicable speed will show about seven
+horse-power required. He says to double the
+speed at which the machine is driven, twice
+the weight of propelling engine (steam) would be
+necessary. Including water in the boiler, he allows 60 lbs. for each effective horse-power developed by the engine. In reply to a communication from the Royal Society of New South Wales, how-
+ever, warm experiments against placing too much reliance upon current discoveries have been made in
+stead of experimenting with one of his model
+machines which was driven by compressed air, the engine having three cylinders, 14in. diameter,
+7/8in. stroke, and 2/3in. piston rings; power 170 lbs. per square inch; weight of engine and screw, 42 ozs. When the blades of the screw pro-
+peller were turned through 90°, and a high thrust was obtained on the indicator, but the
+machine flew a very short distance. When the
+
+FLYING MACHINES OF THE FUTURE 121
+
+blades were set at an angle of 48 degrees, a low thrust was indicated, but the machine flew 40 per cent. further. He reasons from this that the blades should be set parallel to the shaft and the pitch allowed to be automatically adjusted by turning the propeller about its axis slightly behind the supporting arms, but says that it is a matter for consideration for those who prefer the screw-driven machines. It is true that there is still much to be discovered with re-
+gard to the behaviour of surfaces in motion through the air. According to one account of Langley's experiments, the air was blown horizontally through the air at the end of a rotating arm, the propelling power required to move the plane decreased as the speed increased. In his initials J. H. K. wrote in Engineering, June 13, 1890, giving an account of some trials made with a machine driven by a screw. The propelling power will lift 50 to 55 lbs., and the opinion is given that the power required when the machine is under weight will be much less than generally supposed. The author states that in one trial, the quantity of air per second which moves under it should be equal in weight to that of the body as drawn through it. In another trial, he says, F.R.S., in the same journal also states that the results of some experiments made by him on the ascensional power of aerial screws did not give sufficient evidence to warrant him in proceeding far in this direction. Screws working in
+
+122
+FLYING MACHINES
+
+air are really aeroplanes, whether applied for the purpose of propulsion in horizontal direction or lifting in a vertical direction. Various experi-
+ments have been made with these machines if properly designed, give efficient results as with screws correctly designed and working in water.
+Mr. W. G. Walker, A.M.I.C.E., made a number of experiments on this subject during the last part of 1890 to determine the thrust or lifting power obtainable per horse-power applied to rotate them. His experiments were published by the Institution of Civil Engineers, London, and the British Society of Great Britain, and an account will be found in Engineering of February 10, 1900. The propellers were 30 ft. in diameter, and consisted of two blades each 6 ft. long. They were rotated at various speeds up to 60 revolutions per minute. Five were tried: A having four blades, B having three blades, C having two blades, D having one blade, E having no blade. In the accompanying sketch, giving 350 square feet area, A: having two blades of same width as A, giving 175 square ft. of area, the two rear blades being removed; B: having three blades of same width as A, giving an area of 175 square ft.; C: also had four blades each 3 ft. wide, but the two rear ones being removed; D: having the blade nearest the centre removed from each blade, leaving four tips 9 ft. in length, giving an area of 103 square ft.; E was the same as A, except that the two rear blades were removed; F: to the plane of rotation instead of 12d edges, the inclination of the others. The general results of
+
+FLYING MACHINES OF THE FUTURE 123
+
+the experiments show that the thrust varies as the square of the revolutions; the horse-power required to drive them varies as the cube of the revolutions; the thrust per horse-power varies in-
+versely as the square of the revolutions. The
+horse-power propeller E gave the greatest thrust;
+at 1 indicated horse-power the thrust was 260 lbs.; at 2 indicated horse-power the thrust was 520 lbs.;
+respectively. At the same number of revolutions
+A gave about double the thrust of B. For equal
+tip speeds the thrust per horse-power for pro-
+pellers A and C was found to be nearly equal,
+but C was the most efficient. The thrust of B and E at a speed of 50 revolutions per minute was 94 lbs. and
+130 lbs., respectively. Required 167 indicated
+horse-power for B, and 280 lbs. for E, respectively.
+The frame of A was made alone, and required 78 indicated horse-power.
+
+From these experiments it appears that for
+serious work with propellers, much better
+improved results, if made with a series of blades placed tandem fashion (Fig. 20), or that such blades may be used in combination.
+In this way, provided the resulting con-
+struction does not involve increased frame-
+work losses. As each large screw propellers only requires one blade, and when they are in straight direction, this result is confirmed by the practice of experimenters, such as Chanute and others, who have found that more than one
+airplanes impervious to extending to exceed the surface area in one plane. Narrow blades
+
+![]() A diagram showing a propeller with multiple blades.
+
+124
+FLYING MACHINES
+
+seem to be as efficient as wide ones within limits, and the portion near to the centre does not add much to the thrust. It is important to design the supports to the blades so that they will offer a small resistance to the air, or a large proportion.
+
+Fig. 20.--Air Propeller with Tandem Blades.
+
+of the driving power may be wasted. The power mentioned is that indicated by the cylinder of the steam engine used to drive the propellers, and it therefore does not represent the actual power applied to the propeller shaft, a certain amount being lost in friction and the friction of the engine parts, driving belt, etc.
+
+FLYING MACHINES OF THE FUTURE 125
+
+Hargrave in his experiments did not observe any tendency of the flying model to list by reason of the effort of the body of the machine to rotate on the screw propeller shaft. He concludes that the tendency of the model to list is due to the wing, or trapezoidal plane as he calls it, are about equally effective. Comparison may be made between the two by the following table of results given by him.
+
+
+
+ |
+ Screw. |
+ Trapezoid. |
+
+
+ | Total area in square inches |
+ 2000 |
+ 2130 |
+
+
+ | Weight in pounds |
+ 200 |
+ 210 |
+
+
+ | Weight in pounds per square inch |
+ 10 |
+ 10 |
+
+
+ | Power used in foot pounds |
+ 200 |
+ 300 |
+
+
+ | Power used in foot pounds per square inch |
+ 10 |
+ 15 |
+
+
+ | Diameter shown in feet per foot pound of power |
+ 16 |
+ 470 |
+
+
+ |
+ |
+ |
+
+
+ | Screw propeller was 28 inches diameter, two blades. 7ft. 6in. pitch, each blade in length, 6ins. wide at tip, tapering to 4 ins. at root, giving a total surface area of 136 square ins. In his account he states that a feature of the machine was its ability to maintain itself in position and to move a comparatively heavy body horizontally through the air when it is supported by a large flat surface. Apparently large area of surface is necessary for this purpose, but not for lifting engine when speed is a primary consideration.
+The successful models maintained a horizontal |
+ 61 |
+ 37 |
+
+
+
+136
+FLYING MACHINES
+
+position, the body plane kept practically level, and did not tilt at an angle.
+
+According to Langley the greatest weight that can be sustained by an aeroplane with one-horse power provided, is about 100 pounds. The inventor is so exhart about one-tenth of a horse-power, and the best he could do by his own effort would be to support himself on a single leg. It is true, however, that he has made experiments upon the discharge and reactive force of elastic fluids, which may be applied to the problem. But it must be remembered that this manner cannot be utilised to produce ascending power for aerial navigation.
+
+In 1879, Mr. Langley published an exceedingly interesting communication, entitled "On the flight of birds, etc., in reference to the subject of Aerial Navigation," by M. de Lancy, of Paris. This paper contains many ingenious observa-
+tions made upon the flight of birds and other beings which use the air as a means of locomotion. It was shown that in order to make any obstacle is actually necessary for successful flight.
+This may be illustrated by the simple experiment of the ballasted aeroplane. Take half a sheet of four ounces of lead, and fasten it hori-
+zontally above your head and try to launch it lengthways in flights through the air. It will cause you considerable difficulty. Now take a piece of lead foil such as part of a bottle capsule,
+or anything that will serve as a weight, and clip
+
+FLYING MACHINES OF THE FUTURE 127
+
+it in the centre of the front-edge of the note paper.
+Launch the paper again : it will now move a steady
+flight for some distance, falling gradually in a
+plashing point to the ground. Some little adjust-
+ment must be made to the angle of attack which
+suites the area of the paper. The experiment should
+be made in still air, and the paper be held flat.
+The resistance offered by the paper consists of
+weight, surface and force.
+The rate at which a body will fall through air will depend upon the
+horizontal surface which it exposes to the air in
+relation to its weight.
+As an example take a bullet and a sheet of newspaper.
+If the paper is held with its surface horizontal, and it is allowed to fall freely, it will fall slowly owing to the
+resistance offered by the air. The bullet, on the
+contrary, will fall rapidly and reach the ground in
+the same time as the paper, provided that they
+are of the same height. But make the same sheet of paper into a compact ball, and roll the bullet out flat,
+so that it becomes a thin sheet of foil, and the ratio between its weight and its surface area is such that its rate of
+lead will be the same as before, but in the form of a thin shoot it will travel slowly owing to the resistance offered by the air.
+This weight of paper will also be the same as before,
+but it will travel comparatively quickly as its surface will offer very small resistance to the air.
+As soon as this sheet of paper is rolled up, its sur-
+face increases so does the resistance. When the direc-
+tion is downwards, the result of this is that the
+
+128
+
+**FLYING MACHINES**
+
+force of gravity is being repeatedly neutralised by the upward thrust of the air against the moving surface. But the surface must continue to fall, because the downward pull due to the increasing effect of the air also decreases, and the downward pull, due to gravity, again predominates. The net result, however, is that the fall is opposed by the upward thrust produced by the air, and, by extending the area of surface, the effect produced by gravity is not the same as upon a body of smaller area. In other words, in direct relation to the area of the surface bodies, and to the square of their velocity. Du Lucy concluded that the speed of flight is in this prin-
+ciple of the constant ratio between the velocity until it balances the downward pull due to gravity.
+
+It results out that all creatures which fly are heavier than the air they displace by their bulk, that is they do not depend upon the principle of buoyancy. It has been observed by many creatures show that the area of their supporting wing surface is always in inverse ratio to the weight to be carried in air. That is, heavier is heavier than lighter, and therefore lighter wings relatively to the weight which they are required to lift. The smaller creature also the more powerful wings are required to support them as the power required to drive the wing is applied very near to the point of attachment to the body. Therefore, the wings being larger in proportion
+
+FLYING MACHINES OF THE FUTURE 129
+
+as the weight of the creature is less, it must be relatively able to exert more power in flying than a heavier creature with smaller wings in proportion. The relative power of a flying machine of all creatures relatively to their size. Taking a weight of one kilogramme (2.2 lbs. approx.) as a standard of reference, de Lancy finds that a great, fast bird can fly at the rate of about 100 square feet per second, while a small bird such as a sparrow weighs only 360 times less than a stag beetle, and has fourteen times more wing surface. A sparrow weighs ten times less than a pigeon, and has twelve times more wing surface. A pigeon weighs 390 times less than the Australian crane and has seven times more surface, all relatively to its weight. The sparrow is therefore capable for its excellent flying powers, taking the longest and most remote journeys of all travelling birds.
+
+With the exception of the eagle they are the birds which have the greatest range.
+
+The shape of the wings, their texture and number, and matter of which they are composed are very important factors in determining their juvencant part is the extension of supporting surface. Secondly, the place of attachment of the wing produces a certain body. Nature produces this above, but close to the ground, in order to preserve equilibrium, notwithstanding all kinds of movement made by the bird. Gliding birds are
+
+t
+
+provided with pointed or tapered wings, flapping birds have wings which are more rounded and hollow. The flying creature depends very much upon its surface area to resist the force of gravity. Without a consideration of this fact, in proportion to its size it could not make full use of this principle. Like a projectile, once it has gained sufficient velocity to overcome friction, it can remain in an interval of time to proceed through the air without falling and without flapping its wings.
+
+De Lucys have covered distances of 300 miles, carrying weights varying from eight to ten times more than another has always two times less surface. The surface required to support a man should be determined by the weight he carries, and the heaviest bird, say, for example, the Australian crane. De Lucy assumes this bird to develop an average power of 150 horse-power (180 kilowatts). Taking the weight of a man and flying apparatus to be 100 kilograms (220 lbs.) approx., the force required to enable him to fly would be, according to the law of decrease of force in proportion (about 24 horse-power), that is following the law of decrease of force required in proportion to weight. For example, if a square yard had an area of 9 square metres (10 square yds., 6 square ft., 196 square ins.). To support ten times this weight, it is that to support 1,000 kilograms (2,200 lbs.) approx., that is to support 1,000 kilograms on a surface of 100 kilograms as a basis, and finds that for 1,000 kilograms to be sustained the surface necessary
+
+130
+FLYING MACHINES
+
+FLYING MACHINES OF THE FUTURE 181
+
+is 32 square metres, 36 square centimetres (32 square yds. 2 square ft. 184 square ins.). Fol-
+lowing the same reasoning, the surface to support
+100 kilograms (220 lbs.) approximately would
+be 112 square metres (120 square yds. and 100
+kilograms (290 lbs.) approx.) 560 square metres.
+He believes the force required would follow the same ratio, but he adds that, however,
+that experience is the great word.
+
+De Lancy arrives at the conclusion that a flying machine will not rise unless its weight can be
+moved by the force of that man will always be too heavy for its volume in relation to the force necessary to propel it. Aerial navigation can and will be practicable when the weight increases.
+Weights increase by simple proportion, but sur-
+faces and volumes as the square and cube. If a flying machine has a large surface, its weights will be insignificant relatively to the volume. As an illustration, he states that a small balloon of one meter diameter made of a certain material would require 100 pounds of gas to raise itself, but if the diameter is increased
+10 times, it will not only rise, but lift 550 kilo-
+grams of weight.
+
+Others do not agree with this idea, and believe that large machines are not practicable—that because a design may work well in a small size it will not work well in a large size—because of size. From similar reasoning it has been argued that all flying machines will be failures
+
+182
+**FLYING MACHINES**
+
+from a useful point of view. Wilde somewhat agrees with the reasoning of de Lucy, as he is of opinion that aeroplanes are of the nature of pro-
+jectiles, and is confident that the problem will be solved by the application of the principle of flight with its action reversed by a vibrating movement as the one remaining method, failing the discovery of some other means.
+
+Contemplating these various opinions and re-
+sults of observations which show that the experi-
+menters and observers have brought considerable in-
+terest to this subject, it appears that the evidence given by the rapid development and wonderful success in actual flights of power-driven aeroplanes, especially those which have been intro-
+ductioned will be principally by machines heavier than air. Probably various types of airship or flying appa-
+ratus will remain in use, each being that suitable for particular purposes. It may be expected that further improvements can serve within certain limits. Apparatus to be used by individuals will be more or less similar to those already described.
+Illustrated by that practised by Lilienthal, Fitcher,
+Chauand, and others, first as a sport and then for
+ordinary purposes of leisure and travel, again within
+limits of speed and expense of Lo Brae and Hill ships,
+however, it is evident that we do not know all that
+can be accomplished by utilising not only the liti-
+ng motion but also the effect produced by the air
+currents in contact with curved surfaces, and the
+limits of movement with gliding apparatus may
+
+![]() A diagram showing a bird in flight.
+
+FLYING MACHINES OF THE FUTURE 183
+
+be much wider than would seem possible at this moment. Large flying machines may utilise several methods in combination—horizontal steering by means of rudders, vertical rudders, fixed planes to maintain the load during flight and a propeller to assist in descent. The supporting power of the wind will be made use of, and the propeller principle will be employed to neutralise the effect of gravity. Weight will be incidental and not a thing to be eliminated, as far as man's needs are concerned. We shall have a great range of appliances, from the canoe to the ocean liner and battleship. For land locomotion we shall have a variety of vehicles, each applicable to certain purposes, and all requiring skill in their use; people cannot even walk without having acquired by practice the ability to do so. In order that they may fly through the air we must be prepared to accept similar conditions, creating appliances by degrees, one improvement following another until we reach perfection, as they being acquired gradually and through many failures. Just as the ability to make and manage a modern steamship has required many years of application, so will it take time to learn how to manage the equivalent airship demanding its full toll of study and sacrifice.
+
+In the early experiments with airships, the breaking loose and loss of "La Patie" and the initial failure of the Wellman Polar Airship shows that dirigible balloons are very liable to become un-
+
+134
+**FLYING MACHINES**
+
+manageable in heavy winds. The success of the brothers Wright, who depend entirely upon personal manipulation to secure stability, whilst Messrs. de Laval and Hargrave have recourse to the design of the machine, indicates that flying can be accomplished by several methods. This is confirmed by the variety of the devices of flying machines which have been used in actual flights. An interesting addition to the subject are the observations of Sir Hiram Maxim upon the "Artificial and Natural Flight." They are given in his recently published book, "Artificial and Natural Flight," a volume which abounds with technical information on the construction of aeroplanes. Mr. Lan-
+chester in the paper referred to on page 93, gives his opinion that the secret of stability lies in velocity, and that this cannot be attained if flying machines are to come into every-day use.
+
+The discovery or development in materials or motive power may have far-reaching results. Notwithstanding the drawbacks and limitations which at present almost prohibit its use as a means of transport, aviation may yet be a potent factor in the future of aerial navigation. Large flying machines will not be necessary for short distances, but for long ground level or at any odd place. Suitable ter-
+minal and intermediate stations, specially designed to enable ascension and alighting to be made with
+
+FLYING MACHINES OF THE FUTURE 135
+
+facility may be provided. A flying machine will have the enormous advantage that no road or track is required other than perhaps some short segments of runway for take-off and landing, and there will be no obstacles to impede a machine in its flight. Very high rates of speed may therefore be anticipated, and capability to make journeys of great length without intermediate stations of transit. This alone may be expected to create for flying machines a class of traffic peculiar to themselves, which will develop rapidly.
+
+The experience of the present development of the art of flying, and opinions expressed by aviators, seem to predict that aerial navigation will be the safest and most convenient mode of travel. Many flights have been made after sunset, practically in the dark. Mr. Cody has flown in moonlight, showing that flying machines can be used at night.
+
+Marshall's Practical Manuals.
+Each book contains from 100 to 150 pages and is fully illustrated.
+
+1. The Beginner's Guide to Carpentry.
+ A practical handbook for novices and apprentices. It is well illus-
+ trated with diagrams and plans. Price $1.00.
+
+2. Private House Electric Lighting.
+ A complete guide to the installation of electric lighting in private houses.
+ The book gives details of Electric Lighting as applied to homes and
+ will be found useful by all who desire to install this form of illumination.
+
+3. Petrol Motors Simply Explained.
+ Describes the working of Petrol Motors and gives hints on overhaul
+ and maintenance. Price $1.00.
+
+4. Model Sailing Yachts: How to Build,
+ Maintain & Sail Them.
+ Edited by PERCIVAL HARRISALL, A.I.M.R.E., F.R.S.A., F.R.I.C.S., F.L.T.S.
+
+5. Practical Dynamo and Motor Construc-
+ tion. By ALFRED W. MARSHALL, A.I.M.R.E.,
+ F.R.S.A., F.L.T.S., F.R.I.C.S.
+
+6. Practical Motor Car Repairing.
+ By ERIC W. WALPOLE, M.A., M.I.Mech.E., M.I.C.E.
+ The reader will find that the information contained in these books will be of interest to
+ all motorists.
+
+7. Practical Bookbinding.
+ By R. B. FRANCE, C.B.E., F.R.I.B.A., F.L.T.S.
+
+8. Practical Induction Coil Construc-
+ tion. By JOHN PRICE.
+ The author has developed methods used in building and repairing motors and generators, with illustrations, which enable anyone to build
+ them at home.
+
+To obtain through any of our Stores, please write to us at 24, St. John's Road, London, E.C.
+
+PERCIVAL HARRISALL & CO.
+28-29, Pippin's Court, Fleet St., London, E.C.
+
+LIST OF Technical Books
+
+SUPPLIED BY Percival Marshall & Co.
+
+66, FARRINGDON ST., LONDON, E.C.
+
+ANY TECHNICAL BOOK sold in this List can be supplied to any part of the British Empire by post free of charge. To Colonies and Foreign Countries by post free of charge.
+To all other parts of the world, except Colonies and Foreign Countries, the postage is quoted on the pages given, unless stated, are for Great Britain, Ireland and Colonies. For Colonies and Foreign Countries the higher postage for Colonies and Foreign Countries.
+
+MECHANICAL ENGINEERING.
+Gas and Oil Engines, and Gas Fitting.
+
+Design and Construction of Oil Engines. By A. H. G. Goldthorpe. Fourth Edition. 1897. 30s. net.
+A Practical Treatise on Modern Gas and Oil Engines. By T. W. H. Horsley. 1895. 15s. net.
+The Gas Engine Manual. By J. W. Horsley. 1895. 15s. net.
+The Gas Engine Manual (Second Edition). By J. W. Horsley. 1897. 15s. net.
+Gas and Oil Engines. By J. W. Horsley. 1897. 15s. net.
+Gas and Oil Engines (Second Edition). By J. W. Horsley. 1899. 15s. net.
+Gas and Oil Engines (Third Edition). By J. W. Horsley. 1902. 15s. net.
+Practical Gas Fitting (First Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Practical Gas Fitting (Second Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Practical Gas Fitting (Third Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (First Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Second Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Third Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Fourth Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Fifth Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Sixth Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Seventh Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Eighth Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Ninth Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Tenth Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Eleventh Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twelfth Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Thirteenth Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Fourteenth Edition). By T. W. Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Fifteenth Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Sixteenth Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Seventeenth Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Eighteenth Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Nineteenth Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twentieth Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twenty-First Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twenty-Second Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twenty-Third Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twenty-Fourth Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twenty-Fifth Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twenty-Sixth Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twenty-Seventh Edition). By T.W.Horsley, with 24 Illustrations, 16p.
+Gas Engines for Power Purposes (Twenty-Eighth Edition). By T.W.Horsley, with 24 Illustrations, Price £... post free £d.
+
+Can and Gas Engines Simplified Explained by R.W.C.Ryaneson An elementary treatise on the subject of gas engines and their construction and operation Price £... post free £d
+
+# 2
+**PROVOCAL MANNALL & CO'S BOOK LIST**
+
+## General Engineering.
+
+A Text Book of Mechanical Engineering. By William J. Linsley, B.Sc., F.R.I.C.S., F.I.Mech.E., F.G.S., F.R.S.E., F.R.A.S., F.R.I.C., F.R.S.M.E., F.R.S.T., F.R.S.T.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.M.E., F.R.S.T.ME
+
+3
+
+**66, FARRINGTON STREET, LONDON, E.C.**
+
+Laxative Management from Curing to Dieting. By H. Haydon and J. W. Haydon, M.D., F.R.C.P., F.R.C.S.E., F.R.C.P.H.
+
+The Laxative Diet. A thoroughly practical treatise on the subject of dietetics, with special reference to the treatment of constipation and other forms of indigestion.
+
+Building, Working and Appliances. By Edward S. Haydon, D.Sc., F.R.I.C.S., F.R.I.C.S.E., F.R.I.C.S.A., F.R.I.C.S.E.A., F.R.I.C.S.E.B., F.R.I.C.S.E.C., F.R.I.C.S.E.D., F.R.I.C.S.E.F., F.R.I.C.S.E.G., F.R.I.C.S.E.H., F.R.I.C.S.E.J., F.R.I.C.S.E.K., F.R.I.C.S.E.L., F.R.I.C.S.E.M., F.R.I.C.S.E.N., F.R.I.C.S.E.O., F.R.I.C.S.E.P., F.R.I.C.S.E.Q., F.R.I.C.S.E.R., F.R.I.C.S.E.T., F.R.I.C.S.E.U., F.R.I.C.S.E.V., F.R.I.C.S.E.W., F.R.I.C.S.E.X., F.R.I.C.S.E.Y., F.R.I.C.S.E.Z., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.C.S.E.W., F.R.I.
+![]() A small image of a person in a suit.
+The Laxative Simply Explained.
+The course of the laxative treatment.
+Price £1. 7s. 6d.
+
+Machine Design and Drawing.
+
+The Elements of Machine Design. By W. Gowerham Unwin, P.B.Sc.
+A practical manual for students and engineers, with numerous examples worked out by hand, with diagrams and illustrations. Price £1. 5s.
+For further information see page 208.
+For further information see page 209.
+For further information see page 210.
+For further information see page 211.
+For further information see page 212.
+For further information see page 213.
+For further information see page 214.
+For further information see page 215.
+For further information see page 216.
+For further information see page 217.
+For further information see page 218.
+For further information see page 219.
+For further information see page 220.
+For further information see page 221.
+For further information see page 222.
+For further information see page 223.
+For further information see page 224.
+For further information see page 225.
+For further information see page 226.
+For further information see page 227.
+For further information see page 228.
+For further information see page 229.
+For further information see page 230.
+For further information see page 231.
+For further information see page 232.
+For further information see page 233.
+For further information see page 234.
+For further information see page 235.
+For further information see page 236.
+For further information see page 237.
+For further information see page 238.
+For further information see page 239.
+For further information see page 240.
+For further information see page 241.
+For further information see page 242.
+For further information see page 243.
+For further information see page 244.
+For further information see page 245.
+For further information see page 246.
+For further information see page 247.
+For further information see page 248.
+For further information see page 249.
+For further information see page 250.
+For further information see page 251.
+For further information see page 252.
+For further information see page 253.
+For further information see page 254.
+For further information see page 255.
+For further information see page 256.
+For further information see page 257.
+For further information see page 258.
+For further information see page 259.
+For further information see page 260.
+For further information see page 261.
+For further information see page 262.
+For further information see page 263.
+For further information see page 264.
+For further information see page 265.
+For further information see page 266.
+For further information see page 267.
+For进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+进一步信息请参见第页。
+
+Machine Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution of Mechanical Engineers. Price £1. For more details please refer to pages **[insert number]**.
+
+Mechanical Drawing and Sketching for Beginners. By J. R. Robinson, B.Sc.,
+Fellow of the Royal Institute of British Architects, and Member of the Institution
+
+# 4 PERCYLLA MARSHALL & CO'S BOOK LIST
+
+## Marine Engineering.
+
+Marine Engineer's Guide for Board of Trade Examinations, for Certifi-
+cates of Competency, by A. H. B. Marshall & C. Linder, M.C., F.R.S.M.
+The following subjects are included:
+* **Steam Engines:** Steam engines, their parts, steam pressure, etc., p. 30.
+* **Steam Boilers:** Boiler construction, materials, etc., p. 30.
+* **Steam Turbines:** Turbine construction, materials, etc., p. 30.
+* **Steam Pumps:** Pumps, their parts, materials, etc., p. 30.
+* **Steam Heating:** Heating systems, materials, etc., p. 30.
+* **Boats and Yachts:** Construction and fittings of boats and yachts, p. 30.
+* **Lighthouses:** Lighthouses and their equipment, p. 30.
+* **Life-Saving Appliances:** Life-saving appliances and their use, p. 30.
+* **Fire-Fighting Appliances:** Fire-fighting appliances and their use, p. 30.
+* **Electrical Apparatus:** Electrical apparatus and its use on board ship, p. 30.
+* **Electric Motors:** Electric motors and their use on board ship, p. 30.
+* **Electric Generators:** Electric generators and their use on board ship, p. 30.
+* **Electric Lighting:** Electric lighting and its use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraphs and their use on board ship, p. 30.
+* **Electric Telegraphs:** Electric telegraph
+
+66, FARRINGDON STREET, LONDON, E.C. 5
+
+**Model Engineer's Handbook.** For Paul M. Hackett, a practical handbook for model engineers, covering all branches of mechanical work, with 300 pages of 100 drawings and diagrams. The author is a well-known expert in his field.
+
+**Model Shipyard Handbook.** A practical handbook for model enthusiasts; also contains a complete set of plans for building a model shipyard.
+
+**Model Glider Handbook.** A practical handbook for model enthusiasts; also contains a complete set of plans for building a model glider.
+
+**Simple Mechanical Working Models.** A practical manual for the construction of simple mechanical working models.
+
+**Model Railway Handbook.** A practical handbook for model enthusiasts; also contains a complete set of plans for building a model railway.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.** How to design and build them. Fully illustrated with photographs and diagrams.
+
+**Model Steam Turbine Building Manual.**
+
+
+
+ | Reference |
+ and |
+ Reference |
+
+
+ | Engineer's Sketch Book of Mechanical Movements. |
+ by T.W.Harlow. |
+ Illustrated by W.R.Lawrence. |
+
+
+ | A Pocket Book of Mechanical Movements. |
+ by T.W.Harlow. |
+ Illustrated by W.R.Lawrence. |
+
+
+ | The Model Engineer's Handbook. |
+ by T.W.Harlow. |
+ Illustrated by W.R.Lawrence. |
+
+
+ | The Model Shipyard Handbook. |
+ by T.W.Harlow. |
+ Illustrated by W.R.Lawrence. |
+
+
+ | The Model Glider Handbook. |
+ by T.W.Harlow. |
+ Illustrated by W.R.Lawrence. |
+
+
+ | The Simple Mechanical Working Models. |
+ by T.W.Harlow. |
+ Illustrated by W.R.Lawrence. |
+
+
+ | The Model Railway Handbook. |
+ by T.W.Harlow. |
+ Illustrated by W.R.Lawrence. |
+
+
+ | The Model Steam Turbine Building Manual. |
+ by T.W.Harlow. |
+ Illustrated by W.R.Lawrence. |
+
+
+
+*Ward's* *Marine Engineers' Pocket Book*. By Dr A.C.C.Watson, C.B.E., M.I.Mech.E., M.I.C.E., M.I.A.S., M.I.Nautical.Academy, D.I.C., D.I.M.S., D.I.T., D.I.P.S., D.I.P.S.A., D.I.P.S.M., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A., D.I.P.S.M.A,,
+
+6
+PERCUVIAL MARSHALL & CO'S BOOK LIST
+
+The Mechanical Engineer's Pocket Book. By D. K. Murray, M.C., M.I.M.E., M.I.C.E., F.R.S.E., F.G.S., F.R.I.C., F.R.S.M., F.R.S.T., F.R.S.L., F.R.S.P.E., F.R.S.T.A., F.R.S.T.M., F.R.S.T.P., F.R.S.T.S., F.R.S.T.V., F.R.S.W., F.R.S.W.A., F.R.S.W.B., F.R.S.W.C., F.R.S.W.D., F.R.S.W.E., F.R.S.W.F., F.R.S.W.G., F.R.S.W.H., F.R.S.W.J., F.R.S.W.K., F.R.S.W.L., F.R.S.W.M., F.R.S.W.N., F.R.S.W.O., F.R.S.W.P., F.R.S.W.Q., F.R.S.W.R., F.R.S.W.S., F.R.S.W.T., F.R.S.W.U., F.R.S.W.V., F.R.S.W.X, F.R.S.W.Y, F.R.S.W.Z, M.A. (Eng.), M.A. (Eng. & Comp.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp. Tech.), M.A. (Eng. & Comp.
+The English's Pocket Dictionary - English-Arabic.
+The English's Pocket Dictionary - Arabic-English.
+Reading by the Iron Square.
+By Frank Lucas.
+First ed.; two to four.
+Miscellaneous.
+
+Machinery and other Active Elements for Lamps, Lamps and H.C.VI, W.H.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of the Tensile Strength of Steel Bars and the Test of Steel Bars for Tensile Strength.
+Tallie, J.
+The American Standard for the Measurement of
+![]() A page from a book with text on it.
+Steam Engineering
+The Steam Turbine
+By Robert McNaughton, B.Sc., A.M.I.M.E., W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
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+W.M.C.T.,
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+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T.,
+W.M.C.T,
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
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+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark
+Watermark7/22
+
+![]() A page from a book with text on it.
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+![]() A page from a book with text on it.
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+![]() A page from a book with text on it.
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+![]() A page from a book with text on it.
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+![]() A page from a book with text on it.
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+![]() A page from a book with text on it.
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+![]() A page from a book with text on it.
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+![]() A page from a book with text on it.
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+/img
+
+60, FARRINGTON STREET, LONDON F.C.
+
+7
+
+Strom Engine Theory and Practice. By W. Weyss, With 43 Illustrations.
+The Marine Steam Turbine. A Practical Description of the Turbine's Maker and Operation. By J. H. B. Weyss, With 15 Illustrations.
+The Portable Steam Engine. A Practical Description of the Portable Steam Engine and its Use. By W. Weyss, With 18 Illustrations.
+Strom Engine Practice. By W. P. Pulson, W.H.S., M.I.E.M., A.M.I.C.E., With 10 Illustrations.
+Elementary Manual of Heat and the Steam Engine. By Prof. James Watt, With 10 Illustrations.
+A Handbook for Steam Boiler Engineers. By W. P. Pulson, W.H.S., M.I.E.M., A.M.I.C.E., With 10 Illustrations.
+Steam Boilers and Their Accessories. By W. P. Pulson, W.H.S., M.I.E.M., A.M.I.C.E., With 10 Illustrations.
+Steam Boilers and their Accessories. By W. P. Pulson, W.H.S., M.I.E.M., A.M.I.C.E., With 10 Illustrations.
+Modern Engines. The Steam Engine and its Development into Modern Engines. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine. By T. H. Wood, With 10 Illustrations.
+The Working of the Steam Engine by T.H.Wood with illustrations by J.R.Baker
+Steam Boiler Engineman's Manual and Guide to Practice and Procedure in the Inspection and Repairing of Boilers and their Accessories by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+Boiler Making and Repairing by J.R.Baker
+
+Workshop Tools And Processes.
+
+Pattern making...By Joseph House...A.M.I.C.E...A practical treatise on pattern making for all branches of engineering work including steam engines boilers marine engines pumps gear wheels castings etc with numerous illustrations Price £2-75 post free
+
+Plating...By Joseph House...A.M.I.C.E...A practical treatise on plating for all branches of engineering work including steam engines boilers marine engines pumps gear wheels castings etc with numerous illustrations Price £2-75 post free
+
+Plating And Ender Work...By Joseph House...A.M.I.C.E...A practical treatise on plating for all branches of engineering work including steam engines boilers marine engines pumps gear wheels castings etc with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Mechanical Drawings...By Evans A.Austin...A concise treatise on mechanical drawings with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work...By Evans A.Austin...A concise treatise on practical sheet iron plate metal work with numerous illustrations Price £2-75 post free
+
+Practical Sheet Iron And Plate Metal Work..
+
+# PRINCIPAL MARSHALL & CO.'S BOOK LIST
+
+The Principles of Fitting By J. G. Howey, A.S.M.E. For engine rooms, boiler rooms, and other places where steam is used. Price $5.00. Also in a smaller size, price $3.00.
+
+Worthington's Handbook of Steam Engineering. By H. W. Worthington, M.A., Ph.D., D.Sc. With 16 plates. Price $7.50.
+
+Worthington's Report on Steam and Air Heating. By H. W. Worthington, M.A., Ph.D., D.Sc. With 16 plates. Price $7.50.
+
+Workshop Manuals By H. L. Connell. Being a collection of practical instructions for the use of mechanics and students in the shop and laboratory.
+
+Practical Lessons in Heat Treatment of Steel and Iron By H. L. Connell, A.S.M.E., M.I.C.E., M.I.Mech.E., M.I.C.T., M.I.C.T.P., M.I.C.T.R., M.I.C.T.S., M.I.C.T.S.P., M.I.C.T.R.P., M.I.C.T.S.P.R., M.I.C.T.R.P.S., M.I.C.T.R.P.S.P., M.I.C.T.R.P.S.P.R., M.I.C.T.R.P.S.P.R.P., M.I.C.T.R.P.S.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R.P.R., M.I.C.T.R.P.S.P.R.P.R..
+
+9
+
+**On FARRINGTON STREET, LONDON, E.C.**
+
+**Futures Making** by Joseph B. Duganelli. Describes how to make money in the stock market. The author is a successful trader.
+
+**The New York Stock Exchange** by John H. Harkness. A complete guide to the stock exchange, including rules and regulations, trading methods, and other information useful to investors.
+
+**Banks and Your Investments** by William J. O'Connell. Explains how banks operate and how they can help you invest your money.
+
+**A Guide to the Stock Market** by Robert W. Johnson. A comprehensive guide to the stock market, including information on stocks, bonds, and mutual funds.
+
+**Building a Better Home** by William H. M. Clark. Describes the building of a home from start to finish.
+
+**Motor Cars and Cycles** by T. H. Rider. A book about motor cars and cycles, including information on their history, design, and use.
+
+**Petroils Motors and Motor Cars** by T. H. Rider. A book about petroils motors and motor cars, including information on their history, design, and use.
+
+**Complete Motor and Tyres for Autocars and Motor-Cars** by F. W. Pearsall. A book about complete motor and tyres for autocars and motor-cars, including information on their history, design, and use.
+
+**The Motor Cycle** by T. H. Rider. A book about the motor cycle, including information on its history, design, and use.
+
+**The Motor Car** by T. H. Rider. A book about the motor car, including information on its history, design, and use.
+
+**The Motor Car Book** by T. H. Rider. A book about the motor car book, including information on its history, design, and use.
+
+**The Motor Car Book II** by T. H. Rider. A book about the motor car book ii, including information on its history, design, and use.
+
+**The Motor Car Book III** by T. H. Rider. A book about the motor car book iii, including information on its history, design, and use.
+
+**The Motor Car Book IV** by T. H. Rider. A book about the motor car book iv, including information on its history, design, and use.
+
+**The Motor Car Book V** by T. H. Rider. A book about the motor car book v, including information on its history, design, and use.
+
+**The Motor Car Book VI** by T. H. Rider. A book about the motor car book vii, including information on its history, design, and use.
+
+**The Motor Car Book VII** by T. H. Rider. A book about the motor car book viii, including information on its history, design, and use.
+
+**The Motor Car Book VIII** by T. H. Rider. A book about the motor car book ix, including information on its history, design, and use.
+
+**The Motor Car Book IX** by T. H. Rider. A book about the motor car book x, including information on its history, design, and use.
+
+**The Motor Car Book X** by T. H. Rider. A book about the motor car book xi, including information on its history, design, and use.
+
+**The Motor Car Book XI** by T. H. Rider. A book about the motor car book xii, including information on its history, design, and use.
+
+**The Motor Car Book XII** by T. H. Rider. A book about the motor car book xiii, including information on its history, design, and use.
+
+**The Motor Car Book XIII** by T. H. Rider. A book about the motor car bookxiv, including information on its history, design, and use.
+
+**The Motor Car Book XIV** by T. H. Rider. A book about the motor car book xvii, including information on its history, design, and use.
+
+**The Motor Car Book XVII** by T. H. Rider. A book about the motor car book xviii, including information on its history, design, and use.
+
+**The Motor Car Book XVIII** by T. H. Rider. A book about the motor car book xix, including information on its history, design, and use.
+
+**The Motor Car Book XIX** by T. H. Rider. A book about the motor car book xxvii, including information on its history, design, and use.
+
+**The Motor Car Book XXVII** by T. H. Rider.
+10
+11
+12
+13
+14
+15
+16
+17
+18
+19
+20
+21
+22
+23
+24
+25
+26
+27
+28
+29
+30
+31
+32
+33
+34
+35
+36
+37
+38
+39
+40
+41
+42
+43
+44
+45
+46
+47
+48
+49
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+How to Build a House
+
+10
+FEDERAL MARSHALL & CO.'S BOOK LIST
+
+Pumps and Hydraulic Engineering.
+Practical Handbook on Pump Construction. By Dr. E. B. Hulbert. 9 plates.
+Construction of Pumps, Turbines, and Water Meters. By Chas. H. Innes.
+The Theory and Practice of Hydraulics. By W. H. Loomis.
+Notes on the Construction and Working of Pumps, Valves, and Fittings. By Edward C. D.
+Fleming.
+Pumps and Hydraulics. By J. H. Smith.
+Electric Pumps and Hydraulics. By J. H. Smith.
+Electric Pumps and Hydraulics. By J. H. Smith.
+ELECTRICAL ENGINEERING.
+Dynamos and Motors.
+Design of Dynamos (Cyclopedia Current Generation). By Eliphalet T. Morse.
+Practical Theory of Dynamo and Motors. By John S. Smith, Wm. S. Weller, and others.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+The Electric Motor (Cyclopedia Current Generation). By Eliphalet T. Morse.
+
+Electric Lighting.
+
+Electrical Engineering for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Supervisors.. by Charles H., Innes.
+
+Electric Lighting for Electrical Light Attendants and Sup
+
+66, FARRINGDON STREET, LONDON, E.C. 11
+
+Electric Lighting and Power Distribution. By W. P. WOOD, M.A., F.R.I.C.E., F.I.C.E., F.S.T., F.G.S.
+
+Vols. I & II. With 300 Illustrations. A complete treatise on the subject of electric lighting and power distribution, with special reference to the use of alternating current. The first volume contains the history of the subject, its development, and its application to domestic purposes; the second volume deals with the theory and practice of alternating current distribution systems, including motor control, lighting, and telephone exchange.
+
+Furnaces and Stoves. By J. H. BURTON, M.A., Ph.D., F.R.I.C.E., F.I.C.E., F.S.T.
+
+The heating of buildings by means of gas and oil furnaces, and the heating of rooms by means of stoves, are treated in this book. The author has made a careful study of the subject, and has collected a large amount of practical information which will be found useful to architects, engineers, and others interested in the subject.
+
+The Heating of Buildings by Gas and Oil Furnaces. By J. H. BURTON, M.A., Ph.D., F.R.I.C.E., F.I.C.E., F.S.T.
+
+The heating of buildings by means of gas and oil furnaces is discussed in this book. The author has made a careful study of the subject, and has collected a large amount of practical information which will be found useful to architects, engineers, and others interested in the subject.
+
+The Heating of Rooms by Stoves. By J. H. BURTON, M.A., Ph.D., F.R.I.C.E., F.I.C.E., F.S.T.
+
+The heating of rooms by means of stoves is discussed in this book. The author has made a careful study of the subject, and has collected a large amount of practical information which will be found useful to architects, engineers, and others interested in the subject.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs. Contains important information for those who wish to install electric lighting at home or in their business premises. It includes details of installation, wiring, and maintenance.
+
+Electric Lighting for Amateurs.
+11
+
+18
+PERICYAL MARSHALL & Co.'S BOOK LIST
+
+Experimenting with Insulation Coils. By H. L. Norton. Contains several experiments on the insulation of coils, including the use of a "resistance" coil, and the effect of different materials on the resistance of a coil. Price $1.00.
+
+Practical Induction Coil Construction. By W. H. Burt. A practical guide to the construction of induction coils, with many illustrations and diagrams. Price $1.00.
+
+Simple Electrical Warming Models. By J. E. Duffield. A series of simple models for teaching electrical heating, suitable for use in schools and colleges. Price 50c.
+
+Small Ammeters and Voltmeters. By J. E. Duffield. A series of small ammeters and voltmeters, suitable for use in schools and colleges. Price 50c.
+
+Small Ammeter and Voltmeter Set. By J. E. Duffield. A set of small ammeters and voltmeters, suitable for use in schools and colleges. Price 50c.
+
+Small Electrical Measuring Instruments. By J. E. Duffield. A series of small electrical measuring instruments, suitable for use in schools and colleges. Price 50c.
+
+The Wimshurst Machine and other Static Electricity Apparatus Simply Explained by J. E. Duffield. By J. E. Duffield. Price 50c.
+
+Elementary Text Books on Electricity and Magnetism
+
+Electricity and Magnetism by John Hays Russell, A.T.E.S., A.M.E.E., F.R.I.C.E., F.R.S.E., F.R.S.L., F.R.S.M., F.R.S.W., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.S.W.A., F.R.SW
+
+68, FARRINGDON STREET, LONDON, E.C. 13
+
+The Alternating Current Circuit and Motor. By W. P. Macdonald, M.A., F.R.I.C.E., F.R.S.E., F.I.M.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E., F.I.C.E.
+
+The Electrician's Pocket Book. By J. H. Blyth, M.A. (Eng.), M.Sc. (Eng.), M.Inst.P. (London), M.Inst.P. (Edinburgh), M.Inst.P. (Manchester), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh), M.Inst.P. (Birmingham), M.Inst.P. (Liverpool), M.Inst.P. (Dublin), M.Inst.P. (Glasgow), M.Inst.P. (Edinburgh).
+
+Practical Electrical Engineering, Vol I & II, 1st Editions, 1905-1907.
+
+Simple Experiments in Static Electricity.
+
+Simple Experiments in Magnetism.
+
+X-rays Simply Explained.
+
+A Handbook on the theory and practice of radio-
+
+transmission and reception.
+
+Alternating Currents Simply Explained.
+
+Electrical Engineering Simplified.
+
+Reference and Pocket Books.
+
+A Pocket Book of Electrical Rates and Taxes, By J.J.Macdonald, C.B.e.
+
+Electricity for Beginners with Practical Illustrations, Descriptive and Explanatory.
+
+The Pocket Book of Electrical Formulas.
+
+McVitie's Pocket Book of Engineering Formulas.
+
+A Guide to the Electrical Examination, For the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Junior, Handbook for the Senior Student of Electrical Engineering.
+
+The Handy Dictionary of Electrical Engineering.
+
+Telephones Telegraphy and Belts.
+
+Telegrammes: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+The Electrician's Pocket Book: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegraphy and Telegraphic Communication by Sir W.L.Macdonald.
+
+Telegraphy: A Manual of Telegrams Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony Telephony
+
+Wiring Diagrams and Sectional Drawings in Electrical Engineering
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+With 25 Illustrations
+
+14
+PERCUVIAL MARSHALL & Co's BOOK LIST
+
+**Elementary Telegraphy**, by J. H. W. Pritchard, a master of the subject, on 30c.
+**Telegraphic Telegraphy**, by Dr. H. W. A. L. and S. W. A.M.L.E., on 30c.
+**Worries Telegraphy for America**, by R. B. Humphrey, Cookson, New York, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W. Pritchard, on 30c.
+**The Telegrapher's Handbook**, by J. H. W.Pritchard, on 30c.
+
+Making Wireless Outfits, By Norman Harrison Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphrey Illustrated Price $6
+*Elements of Wireless Telephony*, By R.B.Humphery illustrated price: **$8**
+
+Woodworking Etc.
+
+THE ART AND SCIENCE OF THE ARTS OF THE HANDCRAFTSMANSHIP A practical book for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Garnetwood Letter Book for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making and finishing of furniture and other articles made with the hand tools and machines now in use in the workshop and shop.
+
+Craftsmanship for Amateurs In C.J.C., a practical handbook for those who wish to learn the art and science involved in the making和
+
+66, FARESDON STREET, LONDON, E.C.
+15
+
+Wood-Carving for Amateurs. By H. D. Urnstein. Full-colour illustrated guide to the art of Wood-Carving. Carving for Beginners. By J. H. B. Smith. A practical guide to the art of Wood-Carving for Beginners. Carving for the Amateur. By J. H. B. Smith. A practical guide to the art of Wood-Carving for amateurs. Carving for the Amateur. By J. H. B. Smith. A practical guide to the art of Wood-Carving for amateurs.
+Marguerite Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Carving for amateurs.
+Wood-carving for Amateurs. By Ellen Yates. A practical guide to the art of Wood-Caraving
+
+PERVICIAL MARSHALL & CO'S BOOK LIST
+
+PERIODICALS.
+
+THE MODEL ENGINEER. Contains practical articles, original working drawings and high-class illustrations on model engines, steamers, locomotives, etc., with special reference to the use of iron and foundry, small dynamos, etc. Every Thursday, 25c.
+
+Vol. I, No. 34, is currently out of print. Please order Vol. II, No. 35, which is available for $1.00. Vol. III, No. 36, is available for $1.00. Vol. IV, No. 37, is available for $1.00. Vol. V, No. 38, is available for $1.00. Vol. VI, No. 39, is available for $1.00.
+
+The Model Engineer (formerly The Model Engineer) is published weekly by The Model Engineer Co., Ltd., 24-26 St John's Wood Road, London NW1 4JH.
+
+The ENGINEER-IN-CHARGE AND WORKERS MANAGER. A practical journal of engineering, plant management, and industrial organisation.
+
+Vol. 1, April 9th to March 31st, 1981; Vol. 2, April 9th to March 31st, 1982; Vol. 3, April 9th to March 31st, 1983; Vol. 4, April 9th to March 31st, 1984; Vol. 5, April 9th to March 31st, 1985; Vol. 6, April 9th to March 31st, 1986; Vol. 7, April 9th to March 31st, 1987; Vol. 8, April 9th to March 31st, 1988; Vol. 9, April 9th to March 31st, 1989; Vol. 10, April 9th to March 31st, 1990; Vol. 11, April 9th to March 31st, 1991; Vol. 12, April 9th to March 31st, 1992; Vol. 13, April 9th to March 31st, 1993; Vol. 14, April 9th to March 31st, 1994; Vol. 15, April 9th to March 31st, 1995; Vol. 16, April 9th to March 31st, 1996; Vol. 17, April 9th to March 31st, 1997; Vol. 18, April 9th to March 31st, 1998; Vol. 19, April 9th to March 31st, 1999; Vol. 20, April 9th to March 31st, 2000; Vol. 21, April 9th to March 31st, 2001; Vol. 22, April 9th to March
+June
+31st,2002; Vol.23,April
+June
+to March
+31st
+2003; Vol.24,April
+June
+to March
+31st
+2004; Vol.25,April
+June
+to March
+31st
+2005; Vol.26,April
+June
+to March
+31st
+2006; Vol.27,April
+June
+to March
+31st
+2007; Vol.28,April
+June
+to March
+31st
+2008; Vol.29,April
+June
+to March
+31st
+2009; Vol.30,April
+June
+to March
+31st
+2010; Vol.31,April
+June
+to March
+31st
+2011; Vol.32,April
+June
+to March
+31st
+2012; Vol.33,April
+June
+to March
+31st
+2013; Vol.34,April
+June
+to March
+31st
+2014; Vol.35,April
+June
+to March
+31st
+2015; Vol.36,April
+June
+to March
+31st
+2016; Vol.37,April
+JuneA page from a book titled "PERVICIAL MARSHALL & CO'S BOOK LIST" showing a table of contents.
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+ | <...
+Please note that the text continues beyond the visible portion of this document.
+This table appears to be a table of contents for a book titled "PERVICIAL MARSHALL & CO'S BOOK LIST". It contains a large number of entries and subentries under various headings such as "PERIODICALS.", "THE MODEL ENGINEER.", "THE ENGINEER-IN-CHARGE AND WORKERS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNIOR ELECTRICIAN", "THE JUNIOR MECHANICS", "THE JUNior
+
+![]() A Practical Journal for Engineers and Works Managers.
+**THE ENGINEER IN CHARGE AND WORKS MANAGER.**
+
+Published on the 1st of each Month.
+
+Edited by PERCIVAL MARSHALL, A.I.Mech.E.
+
+The Journal is devoted exclusively to the Installation, Management, and Repair of Engineering and Machinery, and to the discussion of all matters connected with such subjects, including also other engineering journals. Its contents, while thoroughly practical, are in the nature of plain, straightforward information, and are intended to afford the reader a fund of useful knowledge which he can use in the aid of advanced scientific or mathematical knowledge. It is published monthly at a moderate price, and contains a fund of practical notes and wrinkles of everyday service.
+
+Thoroughly Practical and well Illustrated.
+
+Price 21. from all Newsagents, or post free 31d. from
+
+PERCIVAL MARSHALL & CO.
+26-29, POPPIES COURT, FLEET STREET,
+LONDON, E.C.
+
+THE
+MODEL ENGINEER
+AND ELECTRICIAN
+
+EDITED BY
+PERCIVAL MARSHALL, A.I.Mech.E.
+Published every Thursday Price 2d. Post Free. 3d.
+
+A Splendid Paper for Young Engineers, Apprentice, Students, and Amateurs interested in Mechanics and Electricity.
+
+Special Features:
+Practical Articles by experienced workers on the construction and working of all forms of electrical apparatus, including motors, generators, dynamos, and wireless telegraphy; also articles on the theory of electricity, magnetism, and electro-magnetism; and articles on the history of electricity, from its discovery to the present time; together with a complete history of the development of the electric telegraph and telephone; and a full account of the invention of wireless telegraphy.
+Rudest Elements and their Work. Illustrated diagrams with precise directions for making simple experiments in electricity.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+All articles are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical apparatus are illustrated with photographs and diagrams.
+The latest improvements in electrical
+![]() A page from THE MODEL ENGINEER AND ELECTRICIAN magazine.
+Send 3d. for Specimen Copy.
+
+[API_EMPTY_RESPONSE]
+
+[API_EMPTY_RESPONSE]
+
+[API_EMPTY_RESPONSE]
+
+TL 500
+
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+Marshall - Flying machine: part, green, 1937.
+
+RETURN TO THE LIBRARY AFTER USE
+
+University of California
+SOUTHERN CALIFORNIA MEDICAL FACILITY
+Return this material to the library from which it was borrowed.
+
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
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+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
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+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
+![]() A small, stylized image of a person in a red shirt and black pants, holding a sign that says "I'M A MACHINIST" over their head.
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+![]() University of Southern California Library
+![]() University of Southern California Library
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