CHAPTER IV

OPERATING A HYDROAEROPLANE (By Hugh Robinson.)

The general impression among aviators and manufacturers of aeroplanes is that the hydroaeroplane is rapidly becoming the flying craft of the future, by reason of its ease of control, extensive bodies of water upon which to operate it, and, above all, its safety.

It is practically impossible for the operator of a hydroaeroplane to suffer injury in case of accident. Even in the worst kind of an accident, the most that can happen to the operator is an exhilarating plunge into salt or fresh water as the case may be, with the beneficial effects of a good swim if so desired, otherwise, the operator may "stand by" the wreckage, which cannot possibly sink. The several pontoons, together with the necessary woodwork to construct the planes, etc., furnish ample buoyancy to support the machine and operator even in case of a total wreck, which rarely ever happens. One can bang down upon the water with a hydro in any old fashion, and beyond a tremendous splash nothing serious happens.

Of course, this article refers entirely to the Curtiss hydroaeroplane, which I have been operating since its invention. The Curtiss pontoon is divided into six water-tight compartments, three of which will support the machine under average conditions. Recently, while the writer was abroad, a demonstration was made of these compartments for safety in case of accident to any part of the pontoon.

This demonstration took place at Monaco, and consisted in removing the drain plugs from two compartments, after which the hydro with pilot and passenger was pushed out into the harbour and allowed to stand thirty minutes to let the opened compartments fill with water, after which the motor was started and a flight made without the slightest difficulty.

The operation of a hydro is very similar to that of the ordinary land machine–only, if anything, considerably easier and more simple. The start of the hydro is simply starting the motor while the hydro is resting on the land or bank of the lake or river, with the front towards the water. The operator takes his place, and on opening the throttle gradually the thrust of the motor slides the apparatus along the ground, or planks if ground be unsuitable, and into the water. The pontoons being fitted underneath with steel shod runners makes it possible to start on rocks, gravel, or in fact most any reasonable surface. The finish can be made in the same manner, without assistance.

It is possible to start the hydro on dry land if the surface is reasonably smooth, with the assistance of one or two mechanics. It is also possible, in an emergency, even to land on the earth with the hydro pontoon attachment; and, of course, with wheels attached to the landing gear, one can come down on land as with the ordinary type of machine.

Once out upon the water, the operator rapidly increases his speed by opening the throttle, taking care, however, to accelerate gradually, to allow the pontoon to mount the surface of the water without throwing an unnecessary amount of water into the propeller. Once a speed of twenty-five to thirty miles an hour is obtained, the pontoon skims lightly over the surface of the water. As the ailerons do not become effective until the machine acquires considerable speed, the small floats on the lower ends of wings maintain the balance until necessary speed is acquired. The small flexible wooden paddles on the lower rear ends of the wing tanks slide over the water and exert a great lifting effect, thus rigidly preserving the balance on the water at slow speeds or standing, and also preventing damage to wings in case a bad landing is made whereby one wing strikes the water first. In such a case, instead of the wing digging into the water, the paddles cause a glancing blow which levels the machine automatically.

When the machine has acquired a certain speed it leaves the water in exactly the same manner as on the land and immediately increases its speed, due to the released friction from the water. It also has a slight tendency to jump into the air due to the released friction between the boat and water. Once into the air, the operator is the same as with the regular land-equipped Curtiss aeroplanes.

The landing is made in the ordinary manner, bearing in mind to keep the boat as near level fore and aft as possible, and if the water be very rough to allow the tail of the machine to settle on the water first. This will prevent any possibility of sticking the front of the boat into an unexpected wave.

As should be the case with any aeroplane, it is advisable to start and land against the wind if there be much, but this is not compulsory. The hydro may be landed even while drifting sideways, in an emergency case. It is obvious that to do this with a land machine would be to invite disaster.

The writer saw a forcible demonstration of the one and two pontoon types of hydros during the Hydroaeroplane Meet in France, and he had the only machine there with the single pontoon, and also the only one able to go out on rough water. He successfully made flights and landings in waves six to eight feet high, whereas three hydros of the two pontoon type were wrecked in waves less than two feet high. The single pontoon-equipped hydro may be dragged out on the banks any place where a space two feet wide may be obtained, and on my recent trip down the Mississippi, I had occasion to rejoice in this fact and put it to a practical test, as I was hauled out on shores between large rocks or stumps in several instances. The turning of the hydro is accomplished by simply turning the rudder and leaning towards the turn, the same as on a bicycle, allowing the motor to run on reduced or half throttle.

The exhilaration of flying a hydro cannot be described on paper. It is the fastest motor boat in the world, and to be able to approach a launch and jump over it and observe the consternation of the passengers is the keenest pleasure imaginable.

The hydro may be used solely as a motor boat if desired, at a speed of sixty miles per hour, without a drop of water ever touching its passengers, or if weather be favorable, flights may be made at will of the operator.

The surface of a river or lake offers the ideal condition for landing or starting an aeroplane, and these are more numerous than suitable grounds for land machines, besides this the air conditions over water are always better than over land, due to its unbroken surface, which does not obstruct the air currents as do trees, houses, etc., on land.

An automatic safeguard exists in the hydro to prevent accidents, such as has caused the loss of lives on land, and that is as follows:

It is possible to rise in an ordinary land machine with too little power to make a turn or climb fast, and as a result get a bad fall. Owing to the fact that there is a suction between the water and the pontoon it requires more power actually to leave the water than to fly once the plane is in the air. This fact prevents a hydro taking flight with too little reserve flying ability, and once in the air the operator may be sure of a considerable reserve of power to enable him to fly strongly and safely under all conditions.

## PART VI THE CURTISS PUPILS AND A DESCRIPTION OF THE CURTISS AEROPLANE

AND MOTOR BY AUGUSTUS POST

##