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Aviation History
1910
1910 - 0154.PDF
L/Q GHT MARCH S, 1910. THE FLYING GROUND DIFFICULTY. By R. F. MAC FIE. IN view of the fact that many budding aviators are held up for want of a suitable ground to learn on, perhaps my experience in looking for a ground for the last six months may save trouble, time, and expense to those just com mencing a similar search. Before going further let us settle what constitutes a satisfactory flying ground to learn on, with a machine fitted with wheels. These remarks do not apply to Wright machines, which are launched into the air from another machine, and can come down on a ploughed field. To take the average case, we will suppose the aviator has a machine of his own construction which has never yet flown, and that he himself has no experience of actual flying, but proposes to learn on his own machine. We will also suppose he is not a millionaire. In this case he must have a fairly flat ground, smooth enough to ride a motor bicycle over, free from ditches deeper than six inches, bunkers, and soft swampy patches. If it is not smooth enough to ride a motor bicycle over it is very improbable that a flying machine in the hands of an unskilled pilot will develop enough speed to rise unless it be an exceptionally light machine with a very powerful motor such as that of the late M. Delagrange. Small ditches and soft swampy patches are dangerous for monoplanes of the Bleriot type, as if they are running along the ground at 40 miles an hour and come upon a ditch or a sufficiently soft patch suddenly, they will very likely stand on their head or break up in some other way. Now as to the size of the ground. It is well known that beginners on many of the successful French types of machine frequently take several hundred yards run before being able to rise. The writer was told a few weeks ago by Baron de Caters that when commencing to fly with his Voisin machine, fitted with an 80-h.p. E.N.V. engine, he could seldom rise in less than 500 yards, and often required more, whereas once he had learnt he invariably rose in less than 100 yards. Again, it is fatal for a beginner to attempt a turn until he is a competent straight line flyer. Thus, it would appear that if we are to allow 600 yards to rise in, 300 yards straight flying, 200 yards to slow up in, and a margin, we must have a ground three-quarters of a mile long. As a start should always be made against the wind, the ground should be three-quarters of a mile square, unless we are prepared to wait for windless days, which will be found to be a long wait in England in the winter. Now if a machine like the Voisin, famous for its reliability, fitted with an engine like the E.N.V., which gives a thrust greater than that of any other well- known type of motor, and handled by a beginner who is now noted for the rapidity with which he learnt, can take 500 yards to rise, what must we expect from an average beginner with an untried machine. Evidently three- quarters of a mile square is not too much. For quick rising types such as the " Bleriot XI," probably half a mile square would do. Permission to put up a shed or tent at a reasonable rent, or the possibility of renting one, is a necessity, although aviators will probably find it better to take their own tent with them. There must also not be too much wind. Such a ground as the above is a very difficult thing to find in England in the winter time. In summer time there are many stretches of hard sand where at low tide one can find an excellent practice ground, but in winter these are nearly always wind-swept, such as the Maplin Sands, near Shoeburyness. A common argument put forward by flying experts who have never flown is that if a man has enough pluck he can learn to fly on any ground where a flat patch can be found large enough to rise from. Let him start on his flat patch, say these experts, and fly over any obstructions in the way of hedges, ditches, and walls or trees. This method has been tried and found wanting by several people, including the writer. It is not the aviator's body which suffers so much as his pocket. He must be a wealthy man to stand the expense of rebuilding his, machine, and, moreover, he won't learn to fly. Making flights of 300 yards is a very different thing to being a competent aviator. The writer thought that by going to France the ground difficulty would be solved, but there are very many people there who are also held up on account of the ground question. There are only two grounds in France where any appreciable number of beginners have become aviators on wheeled machines in the winter time. One is at Mourmelon, where you have to pay 40 francs a day for a shed. As there is about one possible learning day in eight, the cost is too great for any but rich people. The other ground is at Pau, where an advertisement assures us there are twenty-eight flying days in each month, including Sundays. This ground is so sought after that it is full. M. Bleriot's winter school is there, and permission to use it cannot be obtained for people who bring machines of their own construction. There are two other grounds in France, Juvisy and Issy-les- Moulineaux, both very expensive and so wet and windy in the winter that flying is often impossible. Below I also give a list of grounds in England which have serious disadvantages. In conclusion, I would point out that up to the time of writing only one person has become a successful aviator on a wheeled machine in England—Mr. Cody—and he had the run of the War Office land at Aldershot. All the successful French aviators have learnt under the best conditions of wind and ground. Let those who think that anything is good enough to learn on remember that " experience is a hard school, but fools will learn in no other." List of Grounds in France. Issy'les'Moulineaux.—A cavalry drill-ground in a suburb of Paris. Flying only permitted between 4 and 7 a.'m. and 5 and 7 p.m. Hangars expensive and ground often wet, and windy in the winter. Would take a beginner a long time in the winter to become proficient owing to circumscribed hours and adverse conditions. Competent aviators on proved machines frequently are unable to leave the ground. Rougier was recently unable to leave the ground on Voisin machine fitted with Rougier engine, giving a thrust of 425 lbs. Juvisy.—Twenty-five minutes by train from Paris. Hangars 20 louis first month, 16 louis a month afterwards. Ground generally soft and difficult to rise from in the winter. Eight or ten weeks ago a boat was being used to ferry aviators from one side of the ground to the other. Recently flooded, and many machines totally submerged. Mourmelon.—In Camp d'Auvours, Chalons, near Rheims, cavalry drill-ground. Hangars 40 francs a day. Splendid ground, but frequently windy in the winter 150
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