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Aviation History
1910
1910 - 0663.PDF
occasion he is credited with the terrific speed of 75 miles an hour. His best lap was 58-25 miles an hour, which is 2-41 miles better than the previous record made by Morane at Bournemouth. The day's results were :— Distance— Cattaneo... 195 miles 846 yds. I Champel... 32 miles 1,598 yds. Drexel ... 179 ,, 1,440 ,, | Speed (5 Laps)— Radley ... 58-3201.p.h. I Grace ... 38-88 m.p.h. Cattaneo ... 56-27 ,, Fastest Lap— Radley ... 58-25 m.p.h. I Gilmour ... 42-14 m.p.h. Cattaneo ... 56-46 ,, Altitude— McArdle... 2,290ft. | Drexel... 1,400ft. | Hanriot... 1,350ft. Daily Prizes. Starting.—Radley, £20. Long Distance.—Cattaneo, £25; Drexel, £10. Speed (5 Laps).—Radley, £50. Speed (Fastest Lap).—Radley, ^25. Height.—McArdle, £20. Thursday, August 11th. If anyone had been in the air on Thursday morning there would have been no doubt of the situation of Lanark. On the present occasion all roads lead to Lanark and the dust from the hurrying cars rose high above the hedge-tops. Driving in from Glasgow on a 15'9-h.p. Arrol-Johnston, kindly put at my disposal, I had the worst du6ting since certain days in the Scottish Trials of pious memory. The day was again brilliant, perhaps too brilliant, and on arrival at the course the wind was found to be from 16 to 20 miles an hour. Consequently the crowds, which were wellnigh as large as on the previous day, had a two hours' wait—about the longest up to the present—but this was relieved by the carrying into effect of a suggestion made by a Glasgow Herald reporter. Accordingly the different machines were trundled along the stands that the people might have a close view of the various types. Drexel made several good flights in a very tricky breeze to give the people some thing for their money, while Kuller's attempts to get his big Antoinette aloft provided something to see. The Antoi nette is certainly the finest looking machine on the ground, with its great wing spread and polished-wood hull. The engine, however, was not pulling well, and when once away it failed just as a breeze caught the machine. First one wing grazed the ground and then the other, then the front skid touched the ground, dug a trench for a few feet, and brought the machine up Champel's Voisin biplane after its fall into the fir plantation at Lanark Aviation Meeting. 66l dead with its tail almost vertical. The propeller had both blades broken off short, but the ingeniously-curved wood tips to the wings saved these from damage. Kuller was quite safe, and had un strapped himself and was examining the damage long before anyone had reached him. Later in the day a second propeller shared the same fate, but, nothing daunted, the Dutchman fitted a third, and suc ceeded in averaging 45 odd m.p.h. over a couple of laps. His engine, however, was obviously not doing its best, and by far the greatest number of mishaps at this meeting may be attributed to engine failures. A round of the hangars found Champel still busy on his Voisin, which will probably not fly again this week, the repair of the skids and the recovering of the plane* requiring considerable time. Edmond was testing his propeller, and in one of the unappropriated hangars a Howard Wright biplane with E.N.V. engine was being erected. Cody had his two Green engines mounted, and a mechanic was just adjusting the triangulated distance frame from crank-shaft to propeller. With over 120-h.p. at his command, our veteran flyer should certainly be able to do better than he has hitherto. Captain Dickson had his Farman ready, and during the morning made a trial spin, but found the wind too troublesome to stay aloft for long. Kuller it appears had a narrow escape from fire last night, a plumber's lamp igniting a petrol tank which, however, a mechanic courageously picked up and threw outside, thereby, at the expense of a burnt hand, preventing a conflagration. The wind dropped slightly in the afternoon when Radley, Drexel and Cattaneo made good speeds over the 5 laps, but the slower machines of Grace, Edmond and Ogilvie made but a poor show with the 18-mile breeze. The wind, however, lent added interest to the slow circuit, which was easily won by Cockburn, who flew the first Karman brought into this country, keeping its speed down to 26*32 miles an hour. This day had been chosen for the flight around Tinto Tap and back for the Glasgow News prize of J£IOO, and the atmospheric conditions were against the 15 mile journey, so that the shorter trip to Dunsyre Hill and back was selected. From the turning point on the hill the spectacle was a very fine one as the machines swept up at great speed some 1,000 ft. in the air, while clouds ol dust on the roads betrayed the presence of the slower road vehicles. The biplanes were away first, but the more graceful monoplanes overhauled them easily. However, both monoplanes were un fortunate enough to touch ground before reaching the starting line, leaving Grace on his Farman first, with Dickson second. The sensation of the day, however, was reserved to the last when McArdle and Drexel went out for altitude. The former came down at 2,730 ft., leaving Drexel still ascending. At about 3,000 ft. the daring American was seen to enter a cloud bank. For a time no anxiety was felt, but as time went on it was obvious that some thing had happened. It was known that Dre*el only had enough petrol to last him some 45 mins., so that the descent would have been made at no great distance. After two hours had
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