[5]: Charles E. Taylor (Charley Taylor to the many who knew him) was in effect the superintendent of and also the only employee to work in the original small machine shop. A most versatile and efficient mechanic and machine operator, he made many parts for all of the early engines, and in the manner of the experimental machinist, worked mainly from sketches. He also had charge of the bicycle shop and its business in the absence of the Wrights.
[6]: This is a charitable agency set up by the late Colonel and Mrs. E. A. Deeds primarily for the purpose of building and supporting the Deeds Carillon and the Carillon Park Museum in Dayton, Ohio.
[7]: The Science Museum expressed a desire to have these but never received them. There is a reference to them in a letter to the Museum from the executors of his estate dated 20 February 1948, but is seems rather obvious from the text that by this time the drawings mentioned by Orville Wright in his 1943 letter had become confused with those being prepared by Christman for the Smithsonian Institution. The Science Museum did have constructed from its own drawings a very fine replica which is completely operable at this time.
[8]: There is a third set of drawings prepared by the Ford Motor Company also marked as being of the 1903 engine and these are rather well distributed in various museums and institutions. What this set is based on has been impossible to determine but it is indicated from the existence of actual engines and parts and the probable date of their preparation (no date is given on the drawings themselves) that they were copied from drawings previously made, and therefore add nothing to them. The Orville Wright-Henry Ford friendship originated rather late, considering Ford's avid interest in history and mechanical things. This tardiness could possibly have been the result of Wright coolness—a coolness caused by a report, at the time the validity of the Wright patents was being so strongly contested, that Ford had advised some of those opposing the Wrights to persevere and to obtain the services of his patent counsel who had been successful in overturning the Selden automobile patent. If this barrier ever existed it was surmounted, and Ford spent much effort and went to considerable expense to collect the Wright home and machine shop for his Dearborn museum. The shop equipment apparently had been widely scattered and its retrieval was a major task. It is most likely that the drawings resulted from someone's effort to follow out an order to produce a set of Ford drawings of the original engine. A small scale model of the 1903 flight engine, constructed under the supervision of Charles Taylor, is contained in the Dearborn Museum.
[9]: Charles L. Manly was engaged in the development of the engine for the Langley Aerodrome. See also footnote to Table on page [62].
[10]: Fernand Forest, Les Bateaux Automobiles, 1906.
[11]: Grover Loening, letter of 10 April 1963, to the Smithsonian Institution.
[12]: Assuming a rich mixture, consumption of all the air, and an airbrake thermal efficiency of 24.50% for the original engine, the approximate volumetric efficiency of the cylinder is calculated to have been just under 40%.
[13]: A rather thorough stress analysis of the rod shows it to compare very favorably with modern practice. In the absence of an indicator card for the 1903 engine, if a maximum gas pressure of five times the MEP is assumed, the yield-tension factor of safety is measurably higher than that of two designs of piston engines still in wide service, and the column factor of safety only slightly less. The shear stresses in the brazed and threaded joints are so low as to be negligible.
[14]: Rankin Kennedy, Flying Machines—Practice and Design, 1909.