113, Cable, 1/32"; 114, Cable, 1/16"; 115, Cable, 3/32"; 116, Cable Casing; 117, Short Circuiting Switch; 118, Snaps, 3"; 119, Main Plane Socket; 120, Main Plane Socket, Wired Complete; 121, Main Plane Plate; 122, Aileron End Wire Connection; 123–124, Aileron Cross Wire Clamp & Clip; 125, Aileron L; 126, Aileron Post Lug; 127, Aileron Brace Wire Connection; 128, Aileron Corner Wire Guide; 129, Aileron Corner Pulley, 3"; 129, Aileron Pulley, 3". 131, Bamboo Curved Rudder Wire Guide; 132, Skid Safety Wire Connection; 133, Copper Sleeve; 134, Tin Thimbles; 135, Diagonal Ash Brace Iron; 136, Diagonal Spruce Brace Iron; 137-138, Engine Bed Post Plate & Wire Connection; 139, Engine Bed Bolt; 140, Fin L Irons; 141, Fin Hinge; 142-143, Front Control Bracket & L Iron; 144, Hydro Front Control, Brace Lug; 145-146, Hydro Front Control Supporting Post, L & R; 147-148, Hydro Front Control, Supporting Post Lug, Left & Right; 149-150, Hydro Front Control Push Rod & Bracket; 151-152, Hydro Front Control Post & Diagonal Brace; 153, Hydro Splash Boards. 154-155, Flipper Post & Wedge; 156, Flipper Hinge; 157, Flipper Wire Guide, Straight; 158, Rudder Swivel; 159, Curved Corner Wire Guide; 160, Rudder Lever Clip; 161, Rudder Wire Connection; 162, Rudder Wire Guide, Curved; 163-164, Terminals, Short & Long; 165, Turnbuckles; 166, Wheel, 20" x 4", Complete; 167, Wheel, 20" x 4", Less Tire; 168-169, Wheel, 20" x 2 1/2", Complete & Less Tire; 170, Inner Tube, 20" x 4"; 171, Casing, 20" x 4"; 172, Tire, 20" x 2 1/2"; 173, Axle. 174, Gas Tank, to Attach to Engine Bed; 175, Bamboo Brace Clip; 176, Flexible Gasoline Pipe; 177, Radiator; 178, Radiator Brace; 179-180, Propeller, Bolt & Tinned; 181, Propeller, Complete Not Tinned; 182, Cap Screw, Nickel Steel, 5/16-24 x 1 3/4; 183, Cap Screw, Nickel Steel, 5/16-24 x 2 1/4; 184-185, Spring Washer, 1/4 x 3/16 & 5/16 x 3/8; 186, Wing Pontoon, Complete; 187, Pontoon Paddles; 188, Hydro Drain Plug; 189, Hydro Braces; 190-191, Hydro Spacing Tube & Bolt, Short & Long. CHAPTER III THE CURTISS MOTOR AND FACTORY The history of the Curtiss motor goes back to the early days at Hammondsport; it was the keynote of the development of the motorcycle, the airship, the aeroplane, and the hydro. From a crude single-cylinder engine used on an experimental bicycle, the motor has developed to an eight-cylinder engine giving over eighty horsepower, on which the reliability of the Curtiss aeroplane is dependent. Indeed, flight itself, in the history of the world, was delayed until the development of the gas engine made it possible to get a power that was applicable for this purpose, and one that was, at the same time, light enough. To describe the motor intelligibly to one who has had no acquaintanceship whatever with gas engines would require many chapters, but to those who have ever examined automobile, marine, or other motors, the following technical data will give an idea of the distinctive feature of this aeroplane motor.