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Aviation History
1910
1910 - 1058.PDF
(/EH FROM THE BRITISH Royal Aero Club Flying Ground, Eastchurch. ON Thursday, Friday and Saturday last week we were storm bound, and the monotony of the wind and rain beating against the sheds was occasionally relieved by the roar of an engine. On Sunday it was at last calm ; the absence of rain and only a slight breeze from the north-west made the weather conditions ideal for an attempt for the De Forest Prize. Sopwith was out before sunrise, and as he made a beautiful practice flight the sun rose. His Howard Wright machine was the same on which he flew for the Michelin Cup, with extensions and large tanks, and an ingenious fabric-covered wind shield protected him from the cold. On the top surface of the shield a rough map was drawn in pencil. On coming to earth he said the machine lifted too slowly with the wind behind him. At 8.30, having filled up his tanks, he started off, head to wind. Rising rapidly, he . swept round to the south, and then in order to climb, he headed up to wind and for the space of ten minutes was slowly working up wind, rising rapidly. When he had reached to over 1,000 ft. he headed in a south south-easterly direction again, and at 8.45 was out of sight. Altogether it was a most impressive start. At 10.30 Jerri was out on his fast little biplane, but was troubled with the wind, which had now risen to about 15 miles per hour, so he came in again after two or three circuits. The next appearance was Frank McClean on his Short Green- engined biplane. He made a few circuits in spite of the wind, which was gusty, whilst it was obvious that the machine was not up to the mark, and the engine not turning up to speed. Grace's Short-Farman needed a few finishing touches, so his first trial did not take place until about one o'clock. Rising against the wind very rapidly he made a large circle over the surrounding marshes, staying up 6 mins. The machine was going well, and about an hour afterwards he started up, and making a much more easterly course than Sopwith was soon out of sight. His E.N.V. must have been pulling grandly, as he lifted rapidly, with the wind behind him, until he disappeared. We afterwards learned that he averaged 60 miles per hour between Eastchurch and Dover, and attained a height of 2,000 feet. The machine he is using is a large Farman type Short machine, with extensions and monoplane tail, and ordinary elevator. The landing gear is Short's patent, which has proved itself so strong in practice on rough ground. His engine is a new type E.N.V., with White and Poppe carburettor. About 3.30 on Sunday afternoon Jezzi went out, flying remarkably well at about 40 ft. from the ground, and at a great speed. _ His J. A. P. engine runs at over 1,500, and makes a peculiar noise, like a trembler coil very much magnified. Although he was carrying a heavy weight of petrol and oil, his machine seemed to lift easily. On Monday we did not expect any flying, and were pleasantly surprised to see Dunne bring his machine out. His Green engine was going remarkably well. With a short run he lifted well, but after a few hundred yards appeared to drop, and it is an interesting feature of this machine that as it rises or falls it maintains a more or less horizontal position. This rising and falling appears to be due to passing in and out of either ascending or descending currents, or varying wind velocities which the machine has not time to accom modate itself to, owing to its inertia. When turning, the machine heels over to a considerable angle and seems to lose headway, but on straightening up it regains speed. The Dunne machine has now proved its ability to turn fairly rapidly, and although a com plete circular flight was not accomplished, it must be remembered that the wind was strong and gusty. Later he made another interesting flight, but came to earth apparently owing to a down draught. Brooklands Aerodrome. THE achievement of " our man Sopwith " is the sole topic of conversation in the " Blue Bird." We thought he would get across ® ® The Banquet of Pllote Avlateurs. IT has now been arranged that M. Clement Ader will preside at the banquet, at which only certificated pilot aviators will be present, which has been organised by UAuto to take place at the Hotel Continental, Paris, on the last day of this year. Among the large number cf those who have so far signified their intention of being present may be mentioned MM. Bleriot, Esnault-Pelterie, Louis Paulhan, Rouget, Leblanc, Ladougne, Marcel Hanriot, Nieuport, De Baeder, and Tabuteau. All pilots holding a certificate by any recognised aero club are eligible to be present, and after the banquet they will be invited to the soir6e which will also be held in the Hotel Continental. DECEMBER 24, 1910. FLYING GROUNDS. the Channel, but to fly 177 miles in the first cross-country flight he has made surpassed our wildest expectations. Much as Brooklands colony love a keen contest, the general hope is that he will not be beaten by later starters. Judging by the weather here, there seems little to fear for him. On the very few occasions when it is not" raining or blowing the surface of the waters gives off a vapour in which no self-respecting aeroplane engine will run without protest. The accident to Mr. Grahame-White's machine tends to confirm the theory often advanced here, during " aviation talks," that " extensions" must tend to instability, inasmuch as fitting them to a properly designed machine turns that machine into one of bad design, altering at once the centres of pressure, lift, gravity and at the same time the " moments." Very little consideration makes this obvious, even to the un initiated. Mr. Sopwith's machine nearly turned over, and he said he was thrown out of his seat. Those who have flown biplanes here without extensions in a wind have not felt anything like this. The general consensus of opinion is that the use of extensions is unsound in theory and unsafe in practice. On Saturday the stock of the Scottish Aeroplane Syndicate was sold by auction, and the results were certainly not encouraging to aeroplane builders who contemplate selling any surplus stock by auction. The " Avis" monoplane, built by Howard Wright, and fitted with a 40-h.p. 8-cylinder Jap, latest type, was knocked down to Mr. Eustace Gray for ,£50. This machine must have cost to build, a few months back, over ^400. A 30-35-h.p. Green went for ^67 \os. after some brisk bidding, and a 3-cylinder Anzani, .£27. The sale attracted very few people outside the tenants and their employees. On Sunday, the 18th, Mr. Jenkins took out the Avroplane for a run round, and Mr. Pixton, of the same firm, brought out the new Roe biplane fitted with a 60-h.p. E.N.V., and made several hops. Mr. Morrison on the Gnome-Bleriot, and Mr. Gilmour on the Martin-Handasyde, were flying in the afternoon, the latter in a wind of between 20 to 30 miles an hour, recorded by the Dines anemometer. On Monday, straight flights and rolling were the order of the day, being indulged in by Mr. Low on the Bristol E.N.V., Mr. Pixton on the Avroplane, Mr. Bell on Roe's biplane ; Mr. Gilmour piloting the Martin-Handasyde, and Mr. England on the new Weiss, now engined with a 35-h.p. E.N.V. This machine is now fitted with a tail and looks much happier. Mr. England afterwards made a few straight flights on the Hanriot. Mr. Valentine was rolling on the Empress-Macfie, and M. Ducrocq flew several circuits, at times with passengers. Tuesday saw the first smash for some time ; Mr. England, after making several circuits on the Hanriot, landed in the pond behind the sheds, breaking the chassis. The other machines out were the Neale VI monoplane, Roe biplane and Martin-Handasyde. London Aerodrome. AGAIN owing to the bad weather prevailing during the past week there is very little to report. On Monday morning it was rather gusty, but the big Valkyrie machine was out and made a short flight. The gusts, however, were too bad to do lengthy flying. In the evening, the wind having moderated somewhat, a new Valkyrie machine was given its first trial, and found to be in excellent flying order without any adjustment being necessary. The following day it had been hoped to put another new machine through its trials, but the wind was found to be much too gusty. Valkyrie III, however, was out, and made a nice circular flight, though, owing to the high wind prevailing, the machine was blown out of the aerodrome. ® ® Aviation in India. THE first flight in connection with the Allahabad Exhibition was made by Pecquet on the 17th inst., using his Humber biplane. Starting from the Exhibition Grounds he flew across the Ganges and Jumna, round the fort, and so back to the flying ground, the trip being made at a height of about 600 ft. On Monday last some flying was witnessed at Calcutta, whan Tyck, who has gone to India with Baron de Caters, started from the Tolbygunge Club Grounds on his Bleriot monoplane and made a short flight, attaining a height of 1,200 ft. Among the small group ot spectators who witnessed the ascent was General Sir O'M. Creagh, the Commander- in-Chief. IO56
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