- The car of a modern Balloon
A.A. Ballast bags filled with sand B. Instruments (such as a statoscope, which shows at any moment whether the balloon is rising or falling; and an altitude meter) C. Ring by which car is attached to balloon. - The Cody Biplane from above
showing the large size of the elevators, the position of the pilot, and the placing of the propellers. - The Cody Biplane
Another ardent worker in England, and one destined to become famous, was Mr. S. F. Cody. After developing a system of man-lifting kites which the British War Office acquired, he joined the military aircraft factory that had been established at Farnborough. Here, after tests with dirigible balloons, he began the construction of experimental biplanes—all machines of large size. Early in 1909 he made brief flights—the longest being one of about 250 yards. Then, after alterations to his machine, he managed in July to fly a distance of 4 miles. This he increased afterwards to 8 miles; and then on 1st September flew for 1 hour 3 minutes, rising to a height of 300 feet. Cody’s biplane was a very large machine, having 1000 square feet of lifting surface—twice that of the Farman or Voisin. Driving it was an 80-h.p. engine, which operated two propellers on the system used by the Wrights. With its pilot on board the machine weighed 2170 lbs. A. Elevating-planes and vertical-plane B. Pilot’s control lever C.C. Main-planes D. Motor E. Propellers F. Rudder G. Landing gear H. Rear skid. - The Curtiss Biplane front view
showing the chassis and the position between the planes of the two ailerons (A.A.). - Sopwith Military Biplane
A machine that has achieved success, owing to its power of varying speed, is the Sopwith military biplane. Adopting a practice that has become general, its wings are fitted upon what is practically a monoplane body. Tail-planes and rudder are the same as in a monoplane. The top main-plane, as will be seen, is set slightly in advance of the lower. The system is called “staggering”; and the idea is that, by placing the upper plane ahead of the lower, the total lifting power will be increased. It has been proved a disadvantage of the biplane that, when the main-planes are placed one above another, there is a slight loss of lift owing to the fact that, acting upon the air as they do quite close to each other, a certain amount of interference occurs between them—one tending to disturb the air-stream in which the other moves. By “staggering” the two planes this interference is overcome; but some makers regard it as a small consideration, and build their planes in the ordinary way, allowing as large a gap as possible between them. In the Sopwith military machine, engine and propeller are in front of the main-planes; then come the places for pilot and observer. The pilot sits first, and the body of the machine is so high that only his head appears above it, while just in front of his face, to deflect the wind-rush from the propeller, there is a raised section of the hull which acts as a screen. Behind the pilot, sitting in a second opening in the hull, is the observer. He has a view forward, rendered the better by setting back the lower-plane; while at the point at which it joins the body of the machine, immediately below him, this plane is hollowed out, so that he can look directly upon the earth below. Small windows are also fitted upon either side of the hull. Through those in front the pilot may glance when descending from a flight, so as to judge his distance from the ground, while the others are utilised by the observer, as he turns to look from side to side. This biplane, and many others, is balanced against sideway roll by ailerons, and not by warping the wings. Constant warping, such as is necessary in the everyday use of machines, has been declared to strain a plane and render it weak; therefore the use of ailerons is now favoured. A. Propeller B. Motor, partly hidden by shield C.C. Main-planes D. Pilot’s seat E. Observer’s seat F. Outlook windows in side of hull G. Rudder H. Elevating-plane I. Landing gear. - The Antoinette Monoplane - top view
showing the spread of the planes and tail, and the delicate taper of the long, canoe-shaped body. - The Antoinette Monoplane
At the beginning of 1909 a new monoplane made its appearance in France—a powerful, finely constructed, and very stable machine. It was the Antoinette, designed by a famous engineer, and it was this craft which interested Latham. M. Levavasseur was the designer of it and of a specially lightened motor, first applied to motor-boats, and afterwards to the experimental biplane of M. Santos-Dumont and also to the aeroplane with which Farman first flew. The Antoinette, which M. Levavasseur also fitted with one of his motors, was a large monoplane—far larger than the Bleriot; and built not with the idea of being a fair-weather machine, but to fly in winds. The span of its wings was 46 feet, and they contained 365 square feet of sustaining surface, while the total weight was 1040 lbs. A. Propeller B. Motor C. Sustaining-plane D. Pilot’s seat and controlling wheel E.E. Vertical rudders F. Elevating-plane G. Landing gear. - The Bleriot Monoplane - top view
The Bleriot Monoplane - top view showing its bird-like shape and the position of the pilot. - The Bleriot Monoplane
A. Propeller B. Motor C. Sustaining-plane D. Pilot’s seat E. Landing chassis F. Combined tail and elevating-planes G. Rudder. - The Curtiss Biplane making a turn
The Curtiss Biplane making a turn - Travelling workshop for the repair of military aeroplanes
There needs to be an equipment of spare machines also; and a number of travelling workshops with skilled engineers, which can be rushed from place to place for the repair of damaged craft. A sketch of one of these workshops on wheels, which are vital to the organisation, is seen in the figure - The Voisin Biplane
At the beginning of 1909 there were two types of successful aeroplane—the Wright and the Voisin. Bleriot had flown with his monoplane and flown well; but he was still in the process of evolving a practical machine, and several other inventors were in a similar stage. It was the Wright and the Voisin which had proved their worth; and the Wright, as has been said, was the better of the two. Of the Voisin, as flown in 1909, a reproduction is given in the figure. It was a heavier aeroplane than the Wrights’, owing largely to the weight of its alighting gear (250 lbs.) and of its big balancing tail (more than 100 lbs.); hence the necessity for using a 50-h.p. motor, which drove a two-bladed metal propeller at the rate of 1200 revolutions a minute. The Voisin brothers, and other French makers, did not approve of the two-propeller system of the Wrights: they preferred one screw, revolving at high speed. But there was no doubt—at any rate in this stage of aviation—that the Wright method was more efficient than that of the Frenchmen. It was calculated, indeed, that the Wright biplane, when actually in the air, could be driven at an expenditure of only 15 h.p.; whereas the Voisin, even with its 50-h.p. motor running at full speed, had only just enough power to fly. A. Elevating plane B. Pilot’s seat C.C. Main-planes D. Engine and propeller E. Landing chassis F. Balancing tail G. Rudder. - The Roe Triplane
An experimenter who braved this apathy and won his way until he became a constructor of aircraft, was Mr. A. V. Roe. For some time he was an advocate of the triplane form of machine—a craft, that is to say, with three main-planes fitted one above another. The machine with which he obtained flights, although they were very brief, is seen in the figure. Subsequently, however, Mr. Roe adopted the biplane form. His distinction in the pioneer days was that he managed to make his triplane lift into the air and fly a short distance, with the aid of a motor-cycle engine developing no more than 9 h.p. A.A.A. Three main-planes B. Motor C. Four-bladed propeller D.D.D. Triplane tail E. Rudder F. Landing gear. - The seven-cylinder 50-h.p. Gnome motor.
The difficulty with air-cooling—although it had obvious advantages over water-cooling—was to bring enough air to play upon the surfaces of the cylinders; and it was here that the Gnome won so complete a success. In other engines the cylinders were stationary, and their pistons, moving up and down in the cylinders, turned a crank-shaft to the end of which the propeller was fixed. Therefore the only air the cylinders obtained was what rushed upon them through the speed of the machine in flight. But in the Gnome, instead of the cylinders remaining stationary and the crank-shaft revolving, the cylinders themselves spun round, and the crank-shaft did not move. An illustration of this motor with one end of the crank-chamber removed, so that the piston-rods can be seen, is given in the figure. It will be noted that there are seven cylinders, set in the form of a star, and that the seven piston-rods projecting from them come together upon a single crank-pin, which is attached to the stationary crank-shaft and turns round it. The propeller, instead of being fitted to the crank-shaft, as was the case with other motors, was bolted to a plate upon the engine itself, so that when this turned around its crank-shaft, it carried the propeller with it. - The single-seated 'air-car'—a suggested type
A. Enclosed body B. Driver’s position C. Steering wheel D. Foot-controlled throttle lever for engine E.E. The two sustaining-planes F. The motor G. Propeller H. Rudder I. Elevating-plane J. Landing gear. First probably for mails, and after this for passenger-carrying, will aeroplanes of the future be employed; and they will find a scientific use, too, in exploring remote corners of the earth, and in passing above forests which are now impenetrable. Small, fast machines, much cheaper than those of to-day, will be bought also for private use—many of them, as suggested by the figure, having room for only one man within their hulls. Then there will be flying clubs; and to these, after their day’s work, will come a city’s toilers. Through the cheapening of craft, as time goes on, practically all members of the community will experience the joys of flight. Thus, say on a summer’s evening, the doors of the sheds will be pushed aside, and the machines wheeled out and overhauled; then, one by one, these small, fast-moving craft will rise into the air and dart here and there—circling, manœuvring, dipping, and diving. - The Vickers
Already, anticipating war in the air, a fighting aeroplane has been evolved; and a machine of this type is shown in Figure. The body, in which pilot and gunner sit, is armoured lightly with plates which will resist the penetration of a bullet. Such armouring was found necessary after the use of aeroplanes in Tripoli and the Balkans. When flying unavoidably low in these campaigns, and when fired at from the ground, the wooden bodies of machines were pierced by shot, and in several instances their occupants wounded. A fighting aeroplane A. Machine-gun projecting from opening in bow B. Gunner’s position C. Pilot’s seat D.D. Side windows for observation E. Engine and propeller. - The Voisin Biplane - top view
The Voisin Biplane - top view - The Curtiss Biplane
Of famous aeroplanes at Rheims, five types stood out by themselves—the Farman, the Voisin, the Wright, the Bleriot, and the Antoinette, all of which have been described. But there was one other, which few people had heard of before it appeared here. This was the Curtiss biplane, built by an American named Glenn H. Curtiss, and engined with a motor which also bore his name. Curtiss had experimented with many power-driven machines—motor-cycles, motor-cars, airships, and aeroplanes—and had won a prize in America with a small, light biplane, and it was a craft of this type—as seen in the figure —that he brought with him to Rheims, his idea being to compete for the speed prize. The machine had a front elevator and tail-planes, according to the practice in biplane construction; but an innovation was the setting of the ailerons midway between the main-planes—a position that will be noted in the sketch; another novelty was the way these ailerons operated. At the pilot’s back, as he sat in his driving seat, was an upright rod with two shoulder-pieces—by means of which, should he shift his body, he could swing the rod from side to side. Wires ran from the rod to the ailerons; and if the pilot leaned over, say, to the right, he drew down the ailerons on the left side of the machine. The merit of such a control was that it was instinctive; that is to say, should the biplane tip down on one side, it was natural for the pilot to lean away from the plane-ends that were sinking; and he operated the ailerons automatically, as he did this, and so brought the machine level again. A. Elevating-planes B. Pilot’s seat and control-wheel C.C. Main-planes D. Ailerons E. Motor and propeller F. Tail-plane and rudder. - The Farman Biplane - top view
showing the span of main-planes, elevator, and tail, also the positions of landing gear and pilot’s seat. - The Farman Biplane
In July, at Rheims, there was to be the great flying meeting; and Farman had made up his mind to wait for this. Aided by the experience he had gained with the Voisin machine, he had designed a craft which should be generally more efficient and faster in flight, and more quickly responsive to its controls. The biplane he produced, marking as it did a step forward in construction, is a machine that needs description. The general appearance of the craft is indicated by Fig. 46, while an illustration of this type of machine in flight will be found on Plate VII. A feature of the Voisin that Farman discarded was the vertical panel fitted between the main-planes to give sideway stability. An objection to these planes was that they added to the weight of the machine and checked its speed, tending also to drive it from its course should there be a side wind. But in taking away such fixed balancing-planes, Farman had to substitute another device; and what he did was to work upon the same theory as the Wrights had done, and obtain a similar result in a different way. They, it will be remembered, had warped the rear portions of their main-planes. Farman kept his planes rigid, but fitted to their rear extremities four narrow, hinged planes, or flaps, which could be moved up and down and were called ailerons. Their effect was the same as with the Wright wing-warp. When a gust tilted the machine, the pilot drew down the ailerons upon the side that was inclined downward; whereupon the air-pressure, acting upon the drawn-down surfaces, restored the machine to an even keel. A. Elevating-plane; B.B. Main-planes; C. Pilot’s seat; D. Motor and propeller; E. Petrol tank; F.F. Hinged balancing-planes, or ailerons; G.G. Tail-planes; H.H. Twin vertical rudders; I. Landing wheels and skid - Electric Eel
The electric eel. There are several species inhabiting the water, and which have the power of producing electric discharges by certain portions of their organism. The best known of these are the Torpedo, the Gymnotus, and the Silurus, found in the Nile and the Tiger. In the Surinam eel, the electric organ goes the whole length of the body along both sides. It is able to give a very severe shock, and is a formidable antagonist when it has attained its full length of 5 or 6 feet. - Camanche Wigwam
- Captain Atherton in the Wigwam of Ninigret
- Captain Church and his men hemmed in by Indians
- Captain Mason and his Party attacking the Pequod Fort in the Swamp
- Capture of Annawon
- Attack on Brookfield.
- Battle of Lake George
- Battle of Muddy Brook
- Braddock's Defeat
- Burning of Schenectady
- Capture of Mr. Williams
- Charles II. signing the Charter of Pennsylvania
The tract of country west of the Delaware was, in 1681, granted to William Penn, son of the distinguished Admiral Penn, as a reward for the services of his father. The boundaries of the tract are definitely given us in the charter, but are too minute to be here specified. The whole region was afterwards called Pennsylvania, constituting a state of very large and regular dimensions. The origin of the name is beautifully and ingeniously accounted for, in a letter written by William Penn: "This day (January 5, 1681)," says he, "after many waitings, watchings, solicitings, and disputes in the council, my country was confirmed to me under the great seal of England, with large powers and privileges, by the name of Pennsylvania; a name the king would give it in honor of my father - Columbus and Cabot
Pictures of Columbus, Cabot - Columbus before Ferdinand and Isabella
With this grand object before him, he first submitted his theory of a western route to the Indies, to John the Second, king of Portugal. He met with no countenance from this quarter. His project, in its vastness, was in advance of the comprehension of the age. John was not unwilling clandestinely to avail himself of information communicated to him by Columbus, but he would enter into no stipulation to aid him in the enterprise. Leaving the court of Lisbon in disgust, in the latter part of 1484, Columbus repaired to the Spanish sovereigns, Ferdinand and Isabella. The time of the application was peculiarly unfavorable, as the nation was then in the midst of the Moorish war, and needed for its prosecution all the pecuniary resources of the state. The persons of influence also in the court, were destitute of those enlarged views, which are essential to a just appreciation of the scheme that fired the great mind of Columbus. With these causes of discouragement, and the submission of his proposal on the part of the sovereigns to a council chiefly of ecclesiastics, he had little reason to expect a favorable issue. After waiting years in the most agitating suspense and doubt (for the council would come to no decision), he was preparing to abandon the suit. Pressing the court for a definite answer at that juncture, they at last gave him to understand, that his scheme was "vain, impracticable, and resting on grounds too weak to merit the support of the government." In deep despondency he quitted the court, and took his way to the south, as if in desperation, to seek other patronage in other quarters. - Columbus casting a barrel into the sea
The Pinta, being separated from the Nina, was supposed to have been lost; but this proved to have been a mistake, as she reached Spain nearly at the same time with the other caravel. At the time of their greatest extremity, when all hope of safety had departed, Columbus, anxious that the knowledge of his discovery might be communicated to the world, wrote a brief account of his voyage; and having properly secured it in a barrel, committed the latter to the ocean, in the hope that it might afterward be found, should he and his crew never see land again. But they were mercifully preserved, as the storm at length subsided, and, within a few days, they reached the island of St. Mary's, one of the Azores. - Columbus sets sail
The fleet consisted of three vessels, one furnished by himself, through the assistance of his friends, and was to sail from the little port of Palos in Andalusia. Two of the vessels were caravels—that is, light vessels without decks—the other was of a larger burden, though not amounting even to an hundred tons. How such craft could survive the waves and storms of the Atlantic, is one of the marvelous circumstances of the undertaking. The number of men received on board amounted to one hundred and twenty. The preparations having been finished, the undaunted navigator set sail on the morning of the 3d of August, 1492, having first with his whole crew partaken of the sacrament. - Columbus
Columbus - Death of Wolfe
Wolfe died of his wounds on the field of battle. He manifested "the ruling passion strong in death." As a touching incident in the annals of warfare, scarcely any thing can equal it, unless it may be that which also marked the death of his opponent. He was removed into the rear almost against his consent, that he might be attended to; but while others were expressing their sympathy in his behalf, he was watching the terrific contest with intense anxiety. At length, he could no longer sustain himself, but, faint with the loss of blood, he leaned on the shoulder of an officer, who kneeled down to support him. The agony of death was now upon him. A cry was heard, "They fly, they fly!" "Who fly?" asked the expiring hero. "The French!" replied his supporter. "Then I die happy!" he said. - Defence of Hadley
- Destruction of Kittaning
- Death of Philip
- Flight of Philip from Mount Hope
- Governor Winslow's visit to Massasoit during his sickness
- Destruction of the village of St. Francis
- First sight of land from Columbus' ship
They pursued their course until two in the morning, when from the Pinta, which generally sailed ahead, the thundering signal was heard, the order being that a gun should be fired as soon as land hove in sight. It was indeed land at this time. It lay before them, now dimly seen, about two leagues distant. The joy which Columbus and his crew felt at the sight, surpasses the power of description. It is difficult, even for the imagination, to conceive the emotions of such a man, in whose temperament a wonderful enthusiasm and unbounded aspiration prevailed, at the moment of so sublime a discovery. Utterance was given to his intense feelings by tears, and prayers, and thanksgivings. - Flight of Philip from Mount Hope
- Gallop finds Oldham murdered
"John Oldham, who had been fairly trading at Connecticut, was murdered near Block island. He had with him only two boys and two Narraganset Indians. These were taken and carried off. One John Gallop, as he was going from Connecticut to Boston, discovered Mr. Oldham's vessel full of Indians, and he saw a canoe full of Indians on board, go from her laden with goods. Suspecting that they had murdered Mr. Oldham, he hailed them, but received no answer. Gallop was a bold man, and though he had with him but one man and two boys, he immediately bore down upon them, and fired duck-shot so thick among them, that he soon cleared the deck. The Indians all got under the hatches. He then stood off; and, running down upon her quarter with a brisk gale, nearly overset them, and so frighted the Indians, that six of them leaped into the sea, and were drowned. He then steered off again; and, running down upon her a second time, bored her with his anchor, and raked her fore and aft with his shot. But the Indians kept themselves so close, he got loose from her; and, running down a third time upon the vessel, he gave her such a shock, that five more leaped overboard, and perished, as the former had done. He then boarded the vessel, and took two of the Indians, and bound them. Two or three others, armed with swords, in a little room below, could not be driven from their retreat. Mr. Oldham's corse was found on board, the head split and the body mangled in a barbarous manner. - Governor Bradford and the Snake-skin
- Governor Winslow's visit to Massasoit during his sickness
- Hooker addressing the Soldiers
They went forth to battle, under the sanction and rites of religion, to save themselves, their wives, and children, and the Church of Christ in the wilderness, from utter extinction. The holy ardor of Hooker, in his incomparable address to the soldiers, filled their minds with an unwavering confidence in God. Seventy-seven brave men saved Connecticut, and destroyed the most terrible Indian nation in New England. - Indian Stratagem
At length, to save himself, he adroitly adopted the plan of painting his face black, as he perceived the enemy had done to their faces. In this disguise he ran among them, and pretended to join them in the fight; but watching his opportunity, he soon escaped into the woods. Of another it is reported, that being pursued by one of the enemy, he sought the shelter of a large rock. While in that situation, he perceived that his foe lay ready with his gun on the opposite side, to fire upon him as soon as he stirred. A stratagem only saved his life. Raising carefully his hat upon a pole, he seemed to the person lying in wait, to have exposed himself to a shot. A ball was instantly sent through the hat, but one was returned in earnest against the head of the enemy. Thus the Christian Indian, through his address, found the means of escape from his singular peril - Indians attacked at Connecticut River Falls
- Interview of Columbus with the Natives of Cuba
The conduct and appearance of the natives were such as to show that the Spaniards had no reason to fear their hostility or treachery. Simple, harmless, naked, and unarmed, they seemed rather to be at the mercy of their visitors. Equally timid and curious, they were at first shy; but being encouraged to approach the strangers, they at length became entirely familiar with them, and received presents with expressions of the highest delight. The new comers to their shores were thought to have dropped from the skies, and the articles bestowed were received as celestial presents. All was a scene of wonder and amazement indeed to both parties. - Interview with Massasoit
Interview with Massasoit - Landing of the Pilgrims
The pilgrim voyagers found themselves on a bleak and inhospitable coast, and much farther to the northward than they intended to go. In agreement with their wishes, an attempt was made, by the master of the ship, to proceed to the Hudson. But either finding, or affecting to believe the passage to be dangerous, he readily seized on the fears which had been excited, probably by himself, to return to the cape, with a view to make a landing there. It afterwards appeared that he had been bribed by the Dutch, who intended to keep possession of the Hudson river, to carry the adventurers quite to the northward of their place of destination. They arrived in Cape Cod harbor on the 11th of November, "and, being brought safe to land, they fell upon their knees, and blessed the God of heaven, who had brought them over the vast and furious ocean, and delivered them from many perils and miseries." - Mr. Dustan saving his children
- Northmen leaving Iceland
Northmen leaving Iceland - Opecancanough borne in a litter to the Massacre of the Whites