296 SOME APPLICATIONS OF THE PRINCIPLES OF 
Of course we realize that the full development of aviation depends more upon 
the motive power than upon the architecture of the planes or the sustaining struc- 
tures, but it is noticeable in some of the latest foreign and domestic designs that 
‘the influence of stream lines or of fluid motion,” referred to by Mr. McEntee, is 
beginning to show up of great importance and these later designs reflect also the 
influence of the scientific laboratories and the results of more scientific study by 
those accustomed to deal with engineering problems by truly scientific methods. 
The more I look into this subject, the more I wonder that Naval Architects 
have not been more in evidence in the development of aviation, especially in con- 
nection with the hydroplane. I know it is a common impression among aviators 
abroad that the hydroplane is an unnecessary if not an undesirable appendage. 
However, I regard it not only as of great importance in developing the aeroplane 
for naval purposes, but I believe it will be one of the chief factors in the future pro- 
gressive development of aviation generally for sport and for commerce. 
My experiences with Mr. Glenn H. Curtiss have steadily strengthened my con- 
viction that we will soon have a suitable machine to use from ships by which the 
training of aviators may progress systematically from the ship as a base, but to 
illustrate how readily the hydroplane lends itself as a factor in development, I will 
mention the experience of Mr. Starling Burgess, of Marblehead, Mass. He is a 
boatbuilding genius who has transformed his nautical plant into an aeroplane fac- 
tory. This plant is situated in a rather cramped space on a rocky water front with 
the nearest aviation field many miles away, asis usually the case with desirable 
factory sites. The hydroplane naturally appealed to him, not only because of his 
natural instincts as a skillful boat builder, but because the beautiful harbor at 
Marblehead provided for him an ideal aviation field right at his door steps. He has 
now succeeded in developing, on scientific lines, a beautiful hydroplane, for the 
Burgess-Wright machine, which adds less than 40 pounds to weight and increases 
resistance in flight very little. Now he is able to instruct his pupils over the water, 
with the factory as a base, with less danger to them than when teaching on land and 
with practically no expense in the matter of repairs, which expense account was 
considerable under the old method. 
The architecture of the aeroplane has always appealed to me as a boat-builder’s, 
or a naval architect’s, problem and I am still hoping that Mr. Nat Herreschoff or 
his sons, will catch the inspiration under the spur of the advantages and Hescination 
of the hydroplane attachment. 
Already some hydroplane model tests have been made in the naval tank at the 
Washington Navy Yard and this place is eminently suited not only for model tests 
in water but for model tests in air. I have no doubt that our brilliant staff of naval 
architects will soon be able to take hold of this laboratory work in earnest and that, 
through them, the science of aviation in this country will receive as much advance- 
ment as has the science of shipbuilding by the same agency. 
In regard to the efficiency of propellers I find a half suppressed but a strong 
belief among aeroplane builders that there is much to be expected from improve- 
