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Aviation History
1910
1910 - 0832.PDF
[/OCHT] across the Pyrenees from Biarritz to San Sebastian, and this task was not only accomplished by Mons. Tabuteau but he also succeeded in making the return journey. Leaving the aerodrome at Bayonne on the afternoon of the 28th ult., he passed over Biarritz at 4.35, and landed in San Sebastian 35 mins. later, the distance being about 45 kiloms. The aviator brought his Maurice Farman machine to rest practically in front of the Royal box, and he was compli mented by the King and Queen of Spain. On Monday Tabuteau left San Sebastian about 5 o'clock, and although he had to make his way against a strong wind he succeeded in reaching Biarritz, and landed on the Bayonne Aerodrome after a trip which had lasted 65 mins., the greater part of it being over the sea. The San Sebastian Meeting. AT the three days flying meeting which opened at San Sebastian on Sept. 27th, Morane was the star performer. On the opening day before the King of Spain, he made several flights of a total duration of 25 mins., and afterwards had the honour of explaining his Bleriot monoplane to King Alfonso. On the following day he made four flights of a little over half an hour's duration when the proceedings were enlivened by the arrival of Tabuteau from Biarritz. After landing and adjusting his machine he made two other flights of a total duration of 17 mins. On the 29th, Morane made three flights as also did Tabuteau, while Loygorry, a Spanish aviator, made two trips, each of these aviators being in the air for about 25 mins. Competing for the height prize, which he easily won, Morane reached an altitude of 800 metres. Subsequently King Alfonso conferred on both Morane and Tabuteau the cross of the Order of Carlos III. OCTOBER 8, 1910. A Long Balloon Journey. FROM Russia comes the news that Col. Odensoff has succeeded in covering a distance of 2,132 kiloms. in 40 hours in his balloon. The previous world's record for distance was 1,925 kiloms., accomplished by Count De la Vaulx, but the record for duration is held by the Swiss Cel. Schaeck, who kept aloft for 73 hours. A Drop of 7,000 Feet. VERY exciting was the adventure which befell the party of four which ascended in the balloon " Continental No. 1" on Sunday morning. Leaving South London behind, the balloon was piloted across the Metropolis over Edmonton at an altitude of 9,000 ft. In order to reduce the altitude the valve was released and the balloon dropped for some distance. A little while afterwards this operation was repeated, but on the valve being operated for the third time it failed to close properly, and the gas continued to rapidly escape. By this time the balloon was over Roydon, Essex, and it fell a distance of about 7,000 ft. in an unpleasantly short time. All the occupants of the car sustained injuries, Mr. H. D. Kerr, of the Continental Tyre Co., being worst off with a sprained spine, the pilot injuring his ankle, Mdlle. Janette Denarder being severely bruised, while the fourth passenger, Mr. Wilmer, was much shaken and sustained severe contusions. It is only fair to point out that the accident was in no way due to the Continental material of which the balloon was constructed, but through some unforeseen circumstances the valve at the top of the balloon was entirely pulled out, and this it was that caused the gas to escape so rapidly. ® & CORRESPONDENCE:. The name and address of the writer (not necessarily for publication) MUST in all cases accompany letters intended for insertion, or containing queries. Correspondents communicating; with regard to letters which they have read in FLIGHT, would much facilitate ready reference by quoting the number of each such letter. NOTE.—Owing to the great mass of valuable and interesting corre spondence which we receive, immediate publication is impossible, tut each letter will appear practically in sequence and at the earliest possible moment. AEROPLANES AND YACHTS. [794] I have read with much interest your reply to Mr. Sherrin's question. Might I make one remark ? You show Mr. Sherrin that there is not the same condition of things with the sail of a yacht as with an inclined aeroplane, and, therefore, that a broadside aspect to a sail is not essential. If you study the sail of a modern (small) racing boat, you will see that the sail docs enter the wind with a broadside aspect, and also that the sail is in effect rectangular ; it is, in fact, exactly the same shape as the deck of an aeroplane. The yard of the sail is practically a continuation of the mast, thus making the sail of the shape depicted in Fig. 1. If the sail was actually of the shape indicated in Fig. 2, the upper part would cause the boat to heel over (owing to its greater lever age), and so the lower part of the sail would not be working at its ratio from being used (I doubt if it ever reaches more than 175 to 1). There must be a certain area of sail to propel the boat, and if the sail is very narrow it must, therefore, be very tall, and the boat will require a great deal of ballast. There are other disadvantages which will occur to everyone, which I need not enumerate. Hoping that I have made my arguments clear. Brighton. GILBERT GRUN. SCIENTIFIC TESTS BY THE AERONAUTICAL SOCIETY OF GREAT BRITAIN. [795] The Laboratory Committee of the Aeronautical Society of Great Britain are now conducting a series of tests on the various- component parts of aeroplanes. Experiments are in progress on the air resistance of bars, struts, stay-wires, and the like, and the Committee would be much obliged if aeroplane manufacturers would furnish them with such parts as they employ in their machines. Specimens, for which due acknowledgment will be made, should be sent to the East London College (University of London), Mile End Road, E., where some of the tests are being carried out. Full results of the experiments will be published in the interests of aeronautical science. WALTER F. REID, Chairman of the Laboratory Committee. T. O'B. HUBBARD, Secretary. September 30th. II ! I I I l\ maximum efficiency. (It would be inclined at too great an angle to the wind.) It is obvious that to avoid this the sail must be made so that the total pressure multiplied by the distance from the fulcrum or point about which the boat heels, must be the same at any height up the sail, i.e., the sail must be triangular. It is quite evident that several things prevent a very large aspect STABILITY AND ACCIDENTS. [796] May I suggest through your columns what I believe to be the cause of the accident to M. Chavez. A curved plane is- designed to balance at a certain speed ; when that speed is largely exceeded comparatively low pressure occurs on the under surface for some way behind the leading edge, and the centre of vertical upward pressure goes farther back, tending to dip the machine, i.e., to decrease the angle of incidence of the planes relative to the air current. Should the leading edge then enter a slightly downward current very little force is needed to destroy equilibrium and make the machine dive headlong. If an elevating headplane be used, the very act of tilting up the elevator to lift the machine when entering a downward current would, for the instant, tend to accentuate such a dip. With rigid curved planes, if the speed for which the curves are designed be greatly exceeded, it is necessary to shorten the extent of the planes to the rear, so that the centre of upward pressure will not go so far back ; but this can only be done within small limits. In descending at very high speeds, if this be not done, the danger is very great that equilibrium may be lost at the moment of entering a. current that is downward relative to the line of flight, i.e., any gust in a horizontal or approximately horizontal direction. 83O
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