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Aviation History
1911
1911 - 0907.PDF
THE « AERO-TORPEDO » AS IT APPEARS FROM THE REAR.—No provision s made for wing-warping, the upturned wing-tips being expected to endow the machine with a sufficient modicum of lateral balance. It has a span of 9 metres, and its overall length is 8 60 metres. Without fuel or pilot it weighs 350 kilogs. was putting the Astra triplane through its paces. Leblanc had out one of the Bleriot's, and after making a circuit at a few feet above the ground it came down on the left wing with dire results. The prospect of seeing some good flying attracted a crowd estimated at about 30,000 persons to Rheims on Sunday last when the first flight was made by Weymann, while the second was by Moineau. Afterwards Bregi was seen flying one of the Breguets with three persons on board. Others who were in the air were Mahieu, Goffin, on the Astra triplane, Colliex, Bouvier and Dubreuil. An accident, which might have had serious con sequences, occurred to Gugenheim. While taking a preliminary run across the ground one of the wheels of the chassis came adrift, and before the machine could be pulled up serious damage had been done, but fortunately the aviators were unhurt. During the day the Military Commission met and decided upon one or two altera tions to 1 the rules in accordance with the protests made by the manufacturers. It was also decided that the contest for the final classification should take place on November 4th, over a course from Rheims to Amiens and back. On Monday morning no flying was possible during the early part of the day owing to the mist, but interest was aroused by the publication of the official results to date. These showed that the three landing tests, in stubble, long grass, and on ploughed land had been successfully accomplished by Barra and Renaux on Maurice Farmans, Weymann on a Nieuport, Moineau on a Breguet, and ® ® SCHOOL AERO Fischer on a Henry Farman, while Gugenheim had made two out of the three necessary tests. In the afternoon Barra and Renaux and Weymann made their speed tests over a route to Rheims and Mourmelon and back, the times for the 60 kiloms. being, Barra, 46 mins.jfspeed 79-8k.p.h.); Renaux, ih. 3m. 54s. (speed 69k.p.h. ; Weymann, 33 mins. 2 sees, (speed 108mg k.p.h.). Colliex made one of the landing tests, and among other flights seen during the after noon were those by Molla, who carried four passengers for a flight on a Sommer machine, Bregi, Dubreuil, Sommer, Bathiat, and Bouvier, while Gaudart took the Pauihan " Torpille " for a spin. On Tuesday morning there was very little flying, all work being done in the hangars, but several tests were made in the afternoon. Collier, on the Voisin, made his first official landing test, and Moineau passed the speed trial satisfactorily. Weymann also made two tests for altitude, in the first climbing to 530 metres in 12 mins., and in the second getting up 500 metres in II mins. Barra, late in the evening, went up to 500 metres in 17 mins., but this was not an official trial. Among the other flights seen, Espana, on a Nieuport, went to Mourmelon and back, Lieut. Yence started away for Douai, Franck had the Savary out, while Bouvier and Labouret also put in some practice. During the morning the manufacturers had a meeting to protest against the course for the final classing, and it was decided that Rheims to Chalons and back should be substituted for the proposed Rheims-Amiens course. ® ® CLUB NOTES. By ROBERT P. GRIMMER, General Secretary, British Federation of School Aero Clubs. A CORRESPONDENT, whose name for obvious reasons I am unable to give here, has recently written to me a somewhat forcible letter in criticism of my views towards models and model making. He says :— " I have observed that you repeatedly claim that the science of aviation will be distinctly benefited by experiments with models, and—to quote your own words—that ' the humblest schoolboy may discover some radical improvement.' Now, it seems to me that full-sized machines in no way resemble models, they are constructed on very different principles, and that whatever merit model-flying may deserve as a sport, any attempt to apply the principles of the model to the full-sized machine must inevitably end in disappoint ment and disaster." These extraordinary views are held by very many people, and I should be neglecting my duty to the Federation if I did not point out the fallacy. I will grant that at the present time there is a great dissimilarity between the model and the full-sized machine, but that is simply because the full-sized machine is years behind the model in point of development, both as regards stability and efficiency* It is an absolute fact that the full-sized machine is gradually approaching the model as regards design. The best models are and always have been of the tail-first and propeller-behind type, a principle that has been held up to ridicule again and again by aeronautical engineers. Yet, to what class belong the Valkyrie and Voison Canard, two successful machines of the present day ? If the scale drawings of the latter be examined, it will be found closely to approxi mate in general proportion to the Bragg-Smith biplane, which was awarded first prize at Wembley Park as far back as 1909. I make the distinct and definite assertion that if our British firms had made careful and scientific experiments with models on the lines adopted by some of their Continental confreres, the reputation of our country in the realm of aeronautical engineering would have been far greater than it is to-day. Although for very apparent reasons it is not trum peted abroad, the French manufacturers rely upon data obtained from models to a very much greater extent than is commonly believed in this country. The various model associations in France receive extensive financial aid from the French firms, and it is no uncommon thing for a prize of 500 francs to be awarded in a model aeroplane competition. This is not done for motives of philanthropy, but simply bceause the firms realise, as many of ours do not, the practical value of the model. The promoters of the Federation, as well as myself, have every faith in the value of the flying model to aviation, and we are prepared to extend every assistance and encouragement to those of our members who are experimenting on scientific lines. We are arranging next year a series of competitions on sound lines and for really substantial prizes, and we furthermore undertake to put any really good and original ideas before those of the Brirish firms who are favourably inclined towards this aspect of aviation. Members please address all correspondence to 15, Arlington Road, Surbiton. 909
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