Viewing page 63 of 105

This transcription has been completed. Contact us with corrections.

is in Hammondsport, N. Y., where she has been awaiting her husband.

Earlier this month he had made a series of exhibition flights at Davenport. A number of his friends asked him, during his engagement there, how long he intended to continue his flying career.

"Oh, I'll do like the rest of them," Ely is said to have replied. "I'll keep it up until I am killed."

Ely had been booked to fly at the state fair here starting October 11. On one occasion, during his local appearance, he made a sensational flight in a rainstorm. He had offered to make a night flight with his aeroplane illuminated with phosphorous paint, but the fair officials refused to pay the $1000 he asked for the feat.

Started in 1910

Before becoming an aviator Ely was an automobile salesman at San Francisco. He was taught to fly by Glenn H. Curtiss, at Hammondsport, in the spring of 1910. One of his first public appearances was in August 1910 with a Curtiss ex- [[text cut off]]
aviator sped down the slightly sloping runway, and shot over the bow.

Completed Hazardous Flight

Ely had intended to end the flight at the Norfolk Navy Yard, 30 miles distant, but as he left the Birmingham a faulty movement of a control caused the plane to shoot downward until the front wheel touched the water. With his goggles covered with spray, and fearing that the propeller might have been badly damaged by the impact with the water, the aviator, after bringing the machine to an even keel, decided to land 2 1/2 miles away at Willoughby's point.

In December 1910, with aviators James J. Ward and Augustus Post, Ely gave a series of exhibitions at New Orleans, then went to Los Angeles, where he represented Curtiss in an aviation meet, which was held in the latter part of the month.

Ely next appeared at San Francisco, where in January, of this year he performed a second spectacular over-water feat - a flight from the Presidio at San Francisco to the deck of the Cruiser Pennsylvania, anchored in San Francisco bay, and back to the shore again. Describing the San Francisco flight Curtiss said recently:

Landed on Ship

"To check Ely's speed in landing, ropes were stretched at right angles every few feet across  the runway. A sand bag was attached to the ends of each rope. As Ely descended to the platform, grab-hooks attached to his landing gear caught in the ropes and dragged him to a stop.

"As soon as he had received the excited congratulations of the naval officers, Ely started off again from the Pennsylvania and flew the ten miles back to shore, where wild cheers greeted him upon landing near the camp of the 30th infantry. He was the first man to establish a connecting link between the army and the navy."

On May 27, of this year at Eureka, Ely made the first flights ever made in northern California. Thousands watched him rise to a thousand feet, and in the face of a 40-mile wind, soar over the timbered craigs and out over the breakers on the Humbolt Bay bar. In the Spring of this year, flying from Butte Montana, Ely was the first aviator to cross the summit of the Rockies.

In August he participated in the Chicago aviation meet, winning avoid crashing into a group of tents on the military reservation.

(Continued on Page 4)

BEACHEY'S FEAT
(Continued from Page 1)

Russell Shaw and Melvin Marquette. Only one of the novices, Captain Bumbaugh, actually succeeded in getting into the air, and he wrecked his plane in landing after a short hop.

Four of Wright planes were in the air at one time, on June 15. Motor trouble handicapped Aviator Hoxsey in his efforts to fly.

BROOKINS STARS
(Continued from Page 1)

Brookins reached an altitude of 5,000 feet and Hoxsey 6,149 feet. In an effort made a few days ago Johnstone set a new American mark by climbing to 8,471 feet.

The previous altitude record was 8,485 feet set by Chavez, in France, Sept. 8 last.

MOISANT KILLED
(Continued from Page 1)

[dis]tance of 35 feet away. He landed on his head, the force of the impact breaking his neck. Death was instantaneous.

Moisant learned to fly at the Bleriot school, at Pau, France, this summer. On August 16, last, with a passenger, he started his famous flight from Paris to London, which was completed three weeks later.

Returning to America he participated in the international aviation met held at Belmont Park in October.



Los Angeles, Calif.,
May 17, 1911

D. A. Kraemer
Chicago, Ill.,
July 13, 1911

William R. Badger
Chicago, Ill.,
Aug. 14, 1911

St. Croix Johnstone
Chicago, Ill.,
Aug. 14, 1911

John J. Frisbie
Norton, Kans.,
Sept. 1, 1911

Alexander McLeod
Sept. 4, 1911
West Pullman, Ill.

John W. Rosenbaum
Sept. 19, 1911
Dewitt, Iowa

Frank M[?]ler
Sept. 22, 1911
Dayton, Ohio

"Dare Devil" [?]astellane
Sept. 22, 1911
Mansfield Pa.

Dr. C[?]k
Sept. 25, 1911
Nassau Blvd, N. Y.

Cromwell Dixon
Oct. 2, 11
Spokane, Wash.

Eugene Ely
Oct. 19, 1911
Macon, Ga.

Tod S[?]ver
Dec. 2, 1911
Puerto Rico

Rutherfor[?] Page
Jan. 22, 1912,
Los Angeles, Calif.

A. L. [?]lch
Lieut. L. W[?]azelhurst
College [?], Md.,
March [?] 1912

C. P. [?]ers
April 3[?] [19]12,
Long Beach, Calif.
Raymond [?]heeler

Peter [?]ser
May 13, 1912,
St. Louis, Mo.

Phil. O. [?]malee
June 1[?] 1912,
North Yakima Wash.

Julia [?]ke
June 17, 19]12,
Springfield,] Ill.

Lieut. Rex Chandler
April 8, 1913,
San Diego, Calif.

Otto Brodie
April 19, 1913,
Chicago, Ill.

Herman E. Jansen
May 2, 1913
Oakland, Calif.

Charles Carlson
May 5, 1913,
Akron, Ohio

Lieut. Joseph D. Park
May 9, 1913,
Olive, Calif.

James Colovan
May 31, 1913,
Akron, Ohio

Andrew Drew
June 12, 1913,
Lima, Ohio

Fred F. Gardiner
June 23, 1913,
Bath, N. Y.

Lieut. Loren H. Call
July 8, 1913,
Houston, Texas

George Schmidt
Sept. 2, 1913,
Rutland, Va.

Lieut. Moss L. Love
Sept. 4, 1913,
San Diego, Calif.

Maxmillian Liljenstrand
(Max Lillie)
Sept. 15, 1913,
Galesburg, Ill.

Albert J. Jewell
Oct. 13, 1913,
Hempstead, L. I.

Lieut. Perry C. Rich
Nov. 14, 1913,
Manilla, P. I.

Lieut. Eric L. Ellington
Lieut. Hugh M. Kelley
Nov. 24, 1913,
San Diego, Calif.

F. M. Bell
Feb. 7, 1914

Meridian, Miss.
Lieut. H. B. Post
Feb. 9, 1914,
San Diego, Calif.

Lieut. J. McC. Murray
Feb. 16, 1914,
Pensacola, Fla.

an even more startling feat, and thereby demonstrated man's almost complete conquest of the air.

Today it was a flight of ten minutes duration in an unpowered aeroplane that was made. The machine used was the characteristic Wright type of biplane, but without a motor. Nor were there any mechanical contrivances such as a wing flapping device, or other means, to propel the craft.

The machine merely soared in the air, taking advantage of rising currents of air, and if recent statements attributed to Wilbur Wright are any criterion, similar flights of an hour, or even longer, duration are to become commonplace in the future.

The apparatus used today is considerably improved in appearance and performance over the crude gliders with which the brothers launched their aeronautical investigations, preliminary to their power flights, in 1900, 1901 and 1902. It has a lever control, following the usual Wright practice, to wrap the wings in order to maintain balance. The spread of the wings is 32 feet and their chord 5 1/2 feet. The machine, without the operator, weighs only 145 pounds.

The Wright brothers and Ogilve arrived here on Oct. 13, set up their camp, and assembled the aeroplane. Five days later Orville made a series of short flights in the face of a 36 mile an hour wind. The longest flight was of 1 minute and 15 seconds duration. The final glide of the day ending in a fourteen foot fall, in which the glider was wrecked, but the operator uninjured.


Chas. C. Roystone
Los Angeles, Calif.
April 28, 1914

H. P. Harris
Akron, Ohio
May 3, 1914

Percival Van Ness
Utica, N. Y.,
May 8, 1914

Arthur Rybitsky
Angeles Camp, Calif.
July 4, 1914

Charles Hibbard
Bardstown, |Ky.,
Sept. 3, 1914

Weldon B. Cooke
Pueblo, Col.,
Sept. 16, 1914

Alphonse Huth
Chicago, Ill.,
Oct. 9, 1914