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Aviation History
1911
1911 - 0454.PDF
l/UCHT] time, corroborated in every way the story of M. Train, and by a number of witnesses of the whole of the event not one disagreed as to what took place. As it was pointed out, M. Train was flying THE ISSY ACCIDENT.—Diagrammatic plan of the course, indicated by the dotted line, taken by Train on his mono plane. The X is the spot where the accident actually occurred. over the ground reserved entirely to aviators, and nobody, according to the regulations drawn up, was entitled to be on this open space during the starting. No doubt a great amount of sympathy is due to the organisers and the authorities who had charge of the keeping of the ground, as although four regiments of infantry and two squadrons of cavalry were present, besides many thousands of police, to keep Order, with such a concourse of people—estimated at no less than 400,000—it was hopeless, against the will of the public themselves, to keep them in check very long. And without question this persistence on the part of the public led to the catastrophe for which the whole world now mourns with France. From the diagrammatic sketch of the Issy grounds, showing M. Train's course after starting, it will easily be seen how the flying section of the grounds was invaded by the public, as they had pressi-d forward well up l>ehind the squadron of cavalry immediately by the side of where the tragedy took place. It was M. Berteaux himself who, but a few seconds before he was struck down, suggested that they, the official group then in the middle of the grounds, should set a good example to the rest of the crowd by retiring to their proper places behind the barriers, thereby recognising without question the danger of the over-confidence which seemed to have MAY 27, 1911. r t,„ri, nnWir and officials. That a national taken possesion °f ™ X Miriaer oWar was almost a fore- funeral is to be accorded t0 the M am**O t VV ^ cW CSrrfJMlK- a great S7*. the art znl PXeSSofthrnr°st-to convey their sympathy to France in their bereavement was King George, through the British Ambassador bereavement S fo]lowed by sl usages of "gret and sympathy from Germany and all the leading countries of the world! as also the Royal Aero Club and other bodies so immediately associated with the industry. The Race. Dealing with the race itself, under all resulting conditions it cannot be regarded as having materialised very successfully, although as individual performances the work of Vednnes and Garros will stand out in bold relief in the history of Aviation. It was divided into three daily stages-(l) Issy to Angouleme 400 kiloms. ; (2) Angouleme-San Sebastian, 353kiloms. ; (3) San Sebastian-Madrid, 462 kiloms. Commencing some hours before midnight, crowds began to flock towards Issy, the roads being a mixed mass of people, on foot and on bicycles, motor cars, and vehicles of every description, the one point made for being the great military flying grounds, so that by 3.30 a.m. on Sunday there were already some 200,000 of the public lining the aerodrome in anticipation of the great event. Apparently ample provision had been made ior handling the crowd, four battalions of infantry being under the charge of Col. Bachlard and Col. Ferry, in addition to the squadron of cavalry under Col. Aneelin and some thousands of police, detailed off for the special duty. These were all in place by two o'clock in the morning, although the official start was not timed before five o'clock. By 3.45 some trial tests by aviators were started. Simultaneously orders were issued to clear the entire field, and with commendable promptness, the infantry, cavalry and police acting together speedily had the whole of the public well behind the pre scribed barriers, leaving the open grounds for the full use of the competitors and officials. Within five minutes afterwards a flyer— Vedrines—was in the air, and he speedily returned to earth com pletely satisfied with the working of his Morane-Gnome machine. Frey, also on a Morane-Gnome, afterwards made a short essay and found everything working equally satisfactorily. A few others were tuning up their engines and running their machines around, every movement being keenly watched by the huge circle of onlookers. At half-past four M. Monis, the Premier, arrived by motor car, and from this moment all the high-placed Government representatives soon followed and were in and about the official tribune. In the meantime the competitors who were down to start first PARIS—MADRID RACE.—Table of characteristics of entered machines. Pilot and Machine. Control. Engine. x Ed ^ Propeller. Mil •r Veclrines (Morane) A. Frey (Morane) Weymann (Nieuport) Chevalier (Nieuport) P. Divetain (Goupy) Ladougne (Goupy) IS? I87 196 196 235 235 Prince de Nissole (Tellier) 24b Mamet(R.E.l'). Amerigo (R.E.1'.) P. Barillon (Barillon) ... Le Lasseur de Ranssay (Bleriot) Bobba (Goupy) A. Beaumont (Bleriot) ... Garros (Bleriot) Gibert (Bleriot) Train (Train) L. Gamier (Morane) ... Verrept (Morane) 214 214; 160' 187 440 77°3° s 440 770 3° 8 750 1100 33 o 720105033 o 440 770 19 10 475 83519 10 680110038 8 880132c 36 5 880132036 5 480 1000 39 o 550 88029 5 II. MM. 22 OJW 22 0\V 27 10 W 27 10 W 23 OF 25 OF 36 5!W 26 5W 26 5 W 29 10 W 25 4W W&siR \Y & s:R \V & s S W&siS W&siR WisR Wh IS VY & s R W & s IR ;W&S!R Wh :R Lever Pedal Lever " Wheel" Lever Lever Wheel Bar Lever-wheel Bar ft. in. ft. in. ir.p.mlm.p.h Bar i Gnome 70 7 130 I20'lntegrale,9 35 11 2'i200; 77 50 7|II0I20j „ 70 7 130I120J ,, 50 7 110 120; ,, 50 7110120 „ 70 7130J120' R.E.P. 60 5110160J 288 187 187 187 171 187 187 510 83529 510 83529 510 83529 510 83529 420 77026 570 90030 440 77030 10 S s 5 5 8 8 23 27 25 25 2b 22 22 0 F W & S 0 \Y Wh 4WWh 4WWh 5 W W & s 0 \Y W & s 0 YV W & s R Wheel R Lever-wheel R „ :R „ R Lever R „ R „ 43 o F W & s R 50 7 no 120 Lieut. Menard ^ .„ F Capt. EteVe" P man) 75°nooiSoo53 M. Dewe1 J F. Barra(M. Farman)... 640 — ~\\i 5 I 42 5 *' W & s R Wheel Renault 60 8 — Lieut. Tretarre (Breguet) 3941100 160046 6 27 3W.W&SP. Wheel ; R.E.P. 60 5 — Notes.— W = Warping. F = Flaps. WT & s = Wheels and skids. Wh =» Wheels. R = Rubber. 456 60 5 noi6ojRegy ,, loo 5110160! „ Gnome 50 7 no 120 Voirin ..8 1 Var. 2J1100. 80 ., 70 7I30I20; — — — -I200! 62 75 5 2|nooj 68 18 106 7 2 1200 77 8755 2 1100 71 8 715 5 2! 1100 53 9 3 5 II 2;1200 62 — — -JI300! 46 ,8 1 4 10 2J1300; 65 .8 14 10 211300' 65 u 7° 7-i30 120 Integrate 9 35 11 2I1200 59 „ |50; 7;iI0:I20| — ! — .__; -jnoo' 59 „ 50; 7 no 120 Integrate 8 75 5! 2I1100I 59 „ 1507110120 „ |8 75 5I 2I1100 59 i> 7° 7130120 „ 18 105 11 2;i200 62 Labor 70 4100120 „ 9 35 n 211150 77 Gnome 50 7110:120 „ 8 75 5 2I1100 68 75 5 2^1100 46 - Regy ...8 S = Springs. 75 04 P = 5 2 900 50 4 2I1300 56 ; Pneumatic.
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