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Aviation History
1910
1910 - 0223.PDF
CORRESPONDENCE. #* The name and address of the writei (not necessarily for publication) MUST in all cases accompany 'letters intenitd for insertion, or containing queries. Correspondents asking questions relating to articles which they have read in FLIGHT, would much facilitate our work of reference by giving ths number of the letter. NOTE.—Owing to the great mass of valuable and interesting corre spondence which we receive, immediate publication is impossible, but each letter will appear practically in sequence and at the earliest possible moment. AERONAUTICS FOR THE NAVY. [405] I quite agree with your correspondent, Mr. Griffith Brewer, that a sudden descent in a gale would wreck a dirigible. Also that a dirigible cannot keep the air indefinitely. But why should it ? Gales do not blow indefinitely ; nor does it follow that because a gale happens to separate the dirigible from its parent ship, that the dirigible's fuel supply is going to run out, or that when the gale drops it will not have sufficient for its return, or be near a friendly ship or land. Granted that its fuel has been ex hausted in fighting the gale, is it bound to descend while the gale still blows ? I think not ; and it appears probable that an airship may be able to avoid the gale by rising above it. Bin what of the aeroplane under similar conditions ? The dirigible need not descend into the sea if its fuel is used or its engine stops, it can still drift. But the aeroplane ? Well, picture to yourself one caught in a gale at sea, trying to alight on the deck of its parent ship. The steamer rolling, pitching, and yawing about, with the green seas tumbling over its decks, and clouds of stinging spray flying mast high, and aloft, the aeroplane battling with the wind against fierce uneven gusts and flaws ! No, sir. I know something of the sea, and I do not think such a thing can be done. And what happens to the aeroplane if it cannot alight on its parent ship? It will have to keep on battling with the gale until its fuel is used up or the aeronaut exhausted, when it will glide gently into the sea. And then ? Exit aeroplane and aeronaut! For no aeroplane, even if fitted with floats, would stand the buffets of even a moderate sea. Nor can the aeroplane carry as much fuel as the airship. It has no reserve of buoyancy; if its fuel goes, or engine stops, it must glide down, possibly to destruction. If a plane breaks, or its steering jams, it will fall from the heavens like a shot duck. Not so the dirigible, and this is where, for over-sea work, its superiority over the aeroplane lies. I quite agree that it would be futile to attempt to tow a dirigible in a gale, and I only mentioned this because Mr. Brewer advocated the use of a balloon when the weather conditions were unfavourable for aeroplane work, and said that surely a dirigible could, under the same conditions, stand as much as a balloon. Many people seem, when comparing dirigibles and aeroplanes, to assume that the former type is incapable of being further im proved. The aeroplane, as it is at present, requires a whole lot of improvement before it can be as useful as the dirigible at the present day. What are the chief drawbacks of the dirigible which are against its use as a naval scout ? First, its liability to lose gas ; second, its leeway in a breeze; and, third, its limited quantity of fuel. As to the first, I believe in some of the latest vessels the gas will last for nine or ten days, and further improvement of the fabric will extend this period ; as it is, the dirigible has ten days' buoyancy while the aeroplane has none. As to the leeway, this is reduced every time the speed of the vessel is increased, and it does not seem impossible that the vessel should be given enough speed to render it able to hold its own with at least a moderate gale ; it is simply a question of mechanics, a question which concerns the aeroplane even more, for here the engine is not only motive power but replaces buoyancy. Lastly its air-keeping capacity, or fuel capacity ; this surely can be overcome, and it seems to me that the dirigible can and will be able to carry more than the aeroplane. An aerial scout will not be required to carry more weight than its crew, no passengers, no bombs ; the equivalent weight of these will be made up in fuel, for a scout need not fight, it must run, for it is an eye, not a fist. The dirigible possesses this advantage, its parent ship need not leave the fleet, it can remain behind while the dirigible scouts miles ahead, or if the war be in narrow waters its base may be on land. Pin Mill. HAROLD R. INGERSOLL. PILOT-AVIATORS' CERTIFICATES. [406] I saw in your edition of FLIGHT for January 29th, a list of those flying men who had up to that date been granted Ae.C.F. l'ilote-Aviateurs' Certificates. I was wondering, on looking through the list, if, when an aviator has once secured a certificate, he is allowed to drive any machine at all besides the one on which he obtained, and to still hold the certificate for this last machine. Thus in the case of Paulhan, is he considered qualified to use any other machine with adeptness besides his original Voisin machine ? Also allow me to suggest that there should be published in your excellent paper at certain periods, say once in every one or two months, a list of aviators as they get their certificates. Wishing success to your paper. Winchester. "INTERESTED." A MODEL AERO CLUB FOR HA.MPSTEAD. [407] As there are many in Hampitead who are interested in flight, I venture to propose the formation of a Hampstead Model Aero Club for the promotion of aviation in Hampstead, and for the control of model aero competitions in this district. Will all " Hampsteadonians " who are interested in this scheme communi cate with me through the agency of FLIGHT ? I have taken in FLIGHT regularly from a short time after its first issue, and have found it most useful and instructive. I have nearly completed a model monoplane, with wi ngs 3J ft. span, and hope to send you a photo of it shortly. All its fittings and its propeller were supplied by J. "Bonn and Co., to the acquaintance of which excellent firm I am indebted to their advertisement in FLIGHT. V. DE S. PINTO. " Heathcroft," 8, Heath Drive, Hampstead. SUITABILITY OF PATTERN-MAKERS FOR AEROPLANE WORK. [408] Now that the construction of aeroplanes is one of the recognised mechanical arts, and will we hope develop in the near future into one of our staple industries, manufacturers of these machines will be undoubtedly considering what class of mechanic is most likely to adapt himself to this comparatively new and unexploited field of manufacture. What is required of the mechanic who takes in hand the work of aeroplane construction ? He must be a perfect judge of wood, both with regard to its quality, its strength, and its suitability for the framework of the structure, and he must be able to manipulate that material with the most minute accuracy, and in such fashion as to secure a minimum of weight with a maximum of strength and durability. Of all the wood working trades the pattern-maker undoubtedly possesses these essential qualities of selection and manipulation to a pre-eminent degree ; he already makes the propellers for both airships and aero planes, he makes the patterns for the engines of both types of machine, and no part of his work calls for greater accuracy and care than the making of patterns for aerial engines, and in many of the experimental machines manufactured or in course of manufacture in this country, pattern makers have been employed not only on the framework but they have shown their adaptability by completing the whole of the work. As this is a new industry, it may not be out of place to make these facts public, and so assist manufacturers to secure workmen who are fitted by their training and adaptability to give the best results in this new and developing industry. WM. MOSSES, Eccles General Secretary Patternmakers' Association. AEROPLANE VERSUS DIRIGIBLE. [409] Having read with much interest the article in FLIGHT 01 February 26th, by Mr. J. Laurence Pritchard, B.A., on the relative merits of aeroplanes and dirigibles, I venture to submit some further remarks on the subject. In my opinion, the utility of either the present airship or aeroplane as applied to warfare is greatly exaggerated. The writer of the article in question appears to think that if an aeroplane was built and equipped with engine-power in proportion to a "Zeppelin" airship, i.e., of 345-h.p., it would not only be capable of carrying a greater weight, but would also be capable of developing a speed more than double that of the airship, thereby attaining greater efficiency in warfare. An aeroplane of the dimensions given by your correspondent might not prove un wieldy when in the air, but to handle such a machine when landing on unprepared ground would be quite another matter. For all practical purposes the existing aeroplane is, in my opinion, sufficiently cum bersome, while further increase would only tend to defeat the very object for which it is intended ; in fact, every effort should be made to keep within certain defined limits, and, if anything, rather to decrease the size in so far as is compatible with stability. With out doubt the aeroplane of to-day demonstrates that there is no limit to human ingenuity when in search of a means to achieve an 221
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