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Aviation History
1910
1910 - 0547.PDF
the Wright biplane may claim to rank as the most efficient flying machine among those present. In flight the total weight is probably about 1,200 lbs., and the effective surface of support such that the lift required is about 2| lbs. per sq. ft., which, as we have seen, is available at 2SJ m.p.h. So far as the fuel economy of the engine is concerned the results are far from satisfactory. It consumes a gallon of petrol in about 14 mins., or over 4 gallons an hour, which for 25-h.p. is at the rate of if pints per h.p. hour. A fair value for a well-designed internal- combustion engine would be about "8 pint per h.p. hour. It is of course well known that the practice of injecting the fuel without the aid of a carburettor does not make for economy. Throughout both flights the engine ran most regularly, and especially was this noticeable during the slow test, when it was possible to observe more accurately its working. The propellers on this machine are driven by chains, the sprockets for which have 10 and 34 teeth on the crank-shaft and propeller - shatt respectively. During the luncheon interval Barnes takes out the Humber monoplane, but a forced descent in the bad ground terminates a short flight. A signal is speedily hoisted stating that the pilot is unhurt, and motor cars are despatched forthwith to his assistance. In a few minutes the wingless frame is towed back to the shed. Boyle then makes another attempt for the speed prize, but this time the engine fails to pull properly, and he descends after a scrape round. The commencement of the afternoon's flying is about four o'clock, when Grahame-White makes an attempt for the altitude prize, resulting in an ascent to 1,660 ft., followed by a quick glide to earth. Radley follows for the speed prize, and makes one lap in 3 mins. 4$ sees., after which there is another pause, until at 5 o'clock Rolls ascends for the altitude prize in a wind officially recorded as 8-11 m.p.h., the change having occurred just prior to the start. At an altitude of about 973 ft. he flies into a faint whirlwind which alters the course of his machine, and causes him to think the control is at fault, for which reason he at once descends. About this time the crowd breaks through the barrier on one side of the ground, and delays the proceedings until a force of mounted police clear the course. Then Rolls restarts, but decides this time to go for speed, as he is behind Grahame-White on the five-lap test. In this attempt he not only betters his best lap, but improves on Grahame-White's time for five laps. Rolls' times are as follow : — 5 laps in 14 mins. 39! sees. Fastest lap in 2 mins. 39I sees. The lap time gives a speed of 40J m.p.h., so that up to date Rolls holds both speed records. This seems an excellent per formance for the Wright biplane, but the wind conditions are not quite identical with those of the slow speed test, and may have affected the result. Gibbs also tries for the speed prize, but his times of 15 mins. ' Flight " Copyright. M. Christiaens on his Henry Farman during a long-distance flight, and above, the late Hon. C. S. Rolls going for the height prize on his Wright machine. 21 £ sees, for the five laps, and 3 mins. 2f sees, for the fastest lap, fail to place him in the zone of success at that attempt. Two machines then ascend, Grahame-White for distance, and Drexel for another attempt on altitude, the record for which he already holds. These are followed by signals announcing Radley and Boyle for the speed prize. Meanwhile Drexel is making a wonderful flight up in the sky, climbing up to 2,490 ft. He took about 12 mins. going up, and about 8 mins. coming down, including the landing. If his flight speed was in the order of 40 miles an hour, his glide took place at an angle of about 1 in 5. Radley's attempt on speed results in a best lap in 2 mins. 49-J sees., but a forced descent due to failure of the pressure feed, owing to forgetting to pump up, curtails the trial. On his third attempt he succeeds in leading Rolis' time by exactly "Flight" Copyright. View of the aeroplane sheds and A,A. car garage at Bournemouth Aerodrome, as seen from the Press stand. 545
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