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Aviation History
1910
1910 - 0825.PDF
OCTOBER 8, 1910. [/GliU ROUND-ABOUT FRENCH NOTES. By OISEAU. THE last week has been one of the saddest in the history of aviation. Four aviators have died and one is so seriously injured that there is but little hope of his recovery. There are those who from this tale of death would find proofs of the impossibility of the future success of flying. Prejudice and sheer ignoranee are the foundation of many phases of so-called public opinion. Each of these deaths, regrettable though they may be, ought to be the means of causing a deeper study of aerial navigation, and ought to encourage others to fly that they may remove the existing dangers. At least that is the feeling here. When Wachter went to his death at Rheims, the other Antoinette pilots, far from refraining from further flying, redoubled their efforts, and in his honour carried away the principal contests of the week. The new science has come to stay, and the sooner its perils are very greatly reduced, the better for all, but all the paper work in the world can do but little. Practical experience is the only sure method of making discoveries, supported, of course, by theoretical investigation. One hour of flight teaches a man more if he be sufficiently observant than years of abstract study. But let aviation be a serious profession to which one's time and thought is entirely devoted, and not the desultory pursuit of adulation-loving young gentlemen with more money than brains, or of the hopeless reprobate to whom death has less terrors than life and to whom money is the sole object, and the advance ment of science none at all. The time for amusement will come when knowledge is not purchased at such a deadly cost. On Saturday the altitude record recently made by the unfortunate George Chavez was beaten by Wynmalen at Mourmelon, where he rose on a Farman biplane (Gnome motor) to a height of 2,780 metres. When at his greatest height his engine stopped, but contrary to the experience of M. Morane at Trouville some weeks ago, M. Wynmalen succeeded in gliding quite safely and gently to the ground. The attainment of this height is still more praiseworthy when it is remembered that his machine is one of the new heavy biplanes designed specially for military purposes. The size of the main planes is considerably larger than on the standard type, and all parts are heavier and stronger, but otherwise the machine closely resembles the ordinary Farman. There are three points at the present moment worrying the French designers, the presence of a front elevator, the shape of the tail, and the method of obtaining lateral stability. The front elevator has disappeared from every biplane of note, save the Farman and the Sommer. Mr. Farman designed and built a biplane without a forward elevator many months ago, but after many experiments has reverted to his former type. As to M. Sommer, I know nothing of any experiments he may have made, but for the present his machine retains its original shape. One can learn much more quickly on an aeroplane fitted with the front elevator than on one without. It seems a more natural action to operate a movable plane in full sight than to work a tail one cannot see. Also, I think, a better descent can be made on such a machine. But beyond that I can see no advantage in the front plane. It adds to the discomfort of flying, and increases head resistance greatly. As to the tail, most constructors have adopted the monoplane type again, with the exception of Mr. Farman, who, after trying many different types, has finally returned to the biplane form. There is an increasing tendency to fit two rudders side by side, this giving a greater grip on the air, and consequently greater ease in making turns. Instances of this double rudder can be found on the Farman, Goupy, Sommer and S.A.F.A. biplanes, and on the Nieuport monoplane. Then M. Voisin places the rudder under the tail plane, and M. Tellier over it. The majority divide the rudder into two parts, above and below the plane, and this I have found most satisfactory myself. The question of lateral stability has naturally settled itself into the use either of wing flexing or ailerons. Wing flexing, while infinitely the better method, has the serious disadvantage of weakening, by constant bending, the spars of the wings. Ailerons when fixed to the trailing edge of the wing exercise considerable drag on the machine when in operation if used the least degree too strongly, so that frequently instead of righting the machine the effect is to bring it to the ground. And as for ailerons fixed between the two main planes, they are the least effective of all in practice, and now very few makers employ them. Such ailerons act simply as a brake, and only restore stability very slowly, and then only at high spseds. M. Henry Jacques, of whom I wrote a note some weeks back, had an accident some ten days ago through landing a little roughly. He broke tendons in both wrists, and cut his face badly. Owing to this accident I have been unable to make the flights I intended. As he is now quite well again I hope to commence flying his mono plane next week. A new rotary engine will very shortly be placed on the market by members of the firms of Rossel and Peugeot. One of the experi mental motors has been fitted to a monoplane at Issy, but so far nothing has been attempted. Further about this later. Owing to the serious accident to M. Thomas at the Milan meeting, it has become necessary to select another representative for the team with which France is contesting the Gordon-Bennett Cup. M. Labouchere, who was originally a member of the team, was incapacitated through illness, and now M. Thomas is also out of action. The Antoinette firm is very unfortunate, as now the selection will fall on the pilot of another monoplane, probably M. Simon. MILAN MEETING. -Some of the aviators. From left to right: MM. Fischer, Gros, Aubrun, Simon, Paulhan, j Caille, and Thomas (who collided with Capt. Dickson). 823
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