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Aviation History
1911
1911 - 1075.PDF
DECEMBER 16, 1911. he made a right-hand turn inland, and passing over the cliffs pro ceeded again in the direction of Filey. Gradually getting higher and higher he passed over the town of Filey at an altitude of 600 ft. or more above sea-level; allowing about 300 ft. for the height of the cliffs upon which the town is situated, he made a half right-hand turn, which brought him in the direction of the sea. When over the houses at the edge of the cliffs he made a sudden dive to earth at an angle of about 350. He descended thus for about 550ft., when the aeroplane must have attained a speed nearly approaching 200 miles per hour, he then attempted to suddenly flatten out the machine (with the intention probably of making another half right- hand turn and flying back to the Hangar), when under the extra ordinary strain which the machine was subjected to, the fabric on j/QGHT] the under side of the wings burst with the report of a gun, the pressure then got inside the wings, and suddenly they ripped them into little bits. The body of the machine then dashed (minus wings) on the sands, the unfortunate pilot being hurled from his seat head fore most and falling about ten yards in front of the machine. Death was instantaneous, his neck being broken. Mr. Weiss, the un fortunate passenger, who was sitting in tront of Mr. Oxh-y, had to be extricated from under the engine, and was so seriously injured that he died within an hour and a half. I am sure no blame what soever can be attached to the makers of the machine, as their machines are as strongly built as any on the market, my experience of construction being large and varied. ® ® ® ® AEROPLANES AND PARLIAMENT. IN the House of Lords last week the Earl of Hardwicke asked the Government to make a statement of policy with regard to the training of the necessary mechanics, pilots, and military observers, and the provision and maintenance in war of sufficient air-craft with a view to removing the serious disadvantage which we at present surfer in this respect, and whether the Government proposed to give any practical encouragement to the manufacturers of this country with a view to enable them to supply the Government with British-built machines. His lordship pointed out in the question that there had been practical demonstration of the utility of aeroplanes in warfare in Tripoli, and in the French, German, and Roumanian manoeuvres, and that France had already at her dis posal between 200 or 300 war-planes and military pilots, while Germany had at least fifty qualified military aviators besides numerous others in training, and at least four military schools. So far as Great Britain was concerned, two of her aeroplanes might be relegated to Rotten Row, eight were serviceable for training purposes, but lacked speed, and were doubtful in regard to passing an adequate test, which left three aeroplanes only which were ready to take the field at any moment. Viscount Haldane said that if there was any lack of progress in aviation it was not due to the Treasury, which had not stood in the way. But so far as the War Office was concerned, though he was always ready to spend money with the utmost freedom when he knew exactly how to get the best possible results, he would never, so long as he was responsible, lavish it in the hope that something might come of it. It was true that Great Britain was a good deal behind in this matter, but there were reasons for that. Nothing helped an aviation department like an enormous army, which had to operate over a field of more or less level ground. In France and Germany these conditions existed, and the air service had expanded to meet the needs of an enormous organisation. In this country the position was different. We required our air service for sea purposes. We had a small Army compared with Continental nations, and it was an army a large part of which had to go abroad a great distance. That state of affairs reacted on the problem of the air service, and had a good deal to do with our position. The Government set to work two or three years ago to acquire the requisite scientific know ledge. That, to a great extent, they had now done, and they had •discovered the whole field of air work to be still in a very undefined condition. Germany had apparently changed the type of her airship, and seemed to be turning from the airship to the aeroplane. It was by no means certain that an iatermediate type of small airship would not prove to be of great value. Foreign countries as well as Great Britain appeared to be working on that problem. It was a great mistake to suppose Continental countries had made up their minds definitely. They were making experiments on a huger scale than we, because they had armies on a much greater scale. But he doubted whether at this moment there was any country which could tell what the ultimate form of air-craft was to be. The Government had at present twelve aeroplanes, and three more under construction at the present time. It was very difficult to say how many of these were suitable for war. The Government had been buying different types to see which was the best. Some of the craft were as good as could be bought. He would not be dogmatical on the point, but his information was that a larger number than three aeroplanes would be good for the fighting line. He could assure the noble lord that there was abundance of money —money to buy five times the number of aeroplanes we had at the present time. The question was which was the best type to buy, and that was by no means an easy question to determine. Aero planes changed almost from month to month at the present time. He agreed that, even with our small army, our air service was nothing like enough. So far as airships were concerned we had one in active work, a second with which experiments are being made, a third which was practically constructed, and a fourth the materials of which were collected. They had a very efficient factory working on the best type of small dirigibles. We had at present 171 men acquainted with the working of air appliances. Fourteen of these were officers, seven of whom were actually serving at the present time. Thirteen other officers had got pitots' certificates, and had asked to be employed with the battalion. Ten of these were in the Regular Army, two in the Special Reserve, while one was retired. We were moving slowly, but we were moving. The important question was now being considered of working the Army establishment and aerial school along with the Navy. It was very desirable, in our case, with our comparatively small army, that this should be done. Slowly as we were moving he would be very much puzzled to find means of going faster. Just as in the case of the motor-car, in regard to which this country now held as good a place as any other, so he had no doubt the practical British genius would evolve its own type of air-craft service, which would be suitable to the requirements of our small army and our great navy. The Earl of Hardwicke said the noble lord's speech put this country on a plane with Koumania, which, indeed, was in a better position than we were. Aviation had come to stay, and it was going to be an adjunct of armies. He could not understand why the present apathy should still exist. Why not take a leaf out of the book of the French, and help the manufacturers. The Government had spent a considerable sum of money, and appeared to have little or nothing to show for it. Viscount St. Aldwyn thought so slow progress had been trade that Lord Hardwicke was well advised in calling attention to the matter. The speech of Viscount Haldane had not encouraged them to hope that the rate of advance would be more rapid. The Govern ment were apparently waiting for some design which was perfection. He would only say that had never been the policy in the Navy. He remembered ships being built, over and over again, on designs which were considered reasona ble, in order that the Fleet might have the best design at that time. It might be that millions had been wasted in this way, but it would never have done to be unprepared if the moment had come. He was afraid that if, in the present circumstances, we were to find ourselves at war we should be quite unprepared so far as this particular matter was concerned. He hoped the War Office would see to it that there was provision of the best at the moment. ® ® ® ® New Passenger Records. ON the Sthinst, at Johannisthal, Suvelack, onanEtrichmoro- plane, beat the world's record for duration with a single passenger. He started off at half-past ten in the morning and kept going until a few minutes after three in the afternoon, when, according to the tentative official record, he had been in the air for 4 hrs. 33 mins., thus beating the duration record of Captain Gerrard made on a Short biplane. At Kiewit, Belgium, on the same day, Lanser, on a biplane he had built himself, fitted with a 70-h.p. Gnome motor, and carrying three passengers, MM. Leroux, Marquet, and Pirrote, was up for lh. 6m. 23$s., thus beating the world's record for that number of passengers made by Warchalowski, at the Wiener Neustadt aerodrome, of 45 mins. 46 sees. On the 3rd inst., at Taliedo, near Milan, Deroye, on a biplane, with a passenger, Guidoni, beat the Italian passenger-record, by getting up to 1,280 metres. After this flight, which lasted 45 minutes, Deroye went up by himself to 2,8co metres. IO83 C 2
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