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Aviation History
1911
1911 - 1101.PDF
DECEMBER 23, 1911. 1/iJGHU THE WAR OFFICE COMPETITION. BELOW we give the full text of the competition and conditions that have to be fulfilled by machines competing for the War Office Prize, and without wishing to express an opinion that could only properly come from a manufacturer who has thoroughly digested all the technical details involved, we think we may say, without fear of contradiction, that the conditions are distinctly more onerous than those of the French trials. Not only will the competitions be difficult for those taking part, but it strikes us as likely that they may prove almost as difficult for the judges, for although the clauses souod straightforward enough in print, it is not always so easy to be sure of their execution in practice. From the weight to be lifted and other factors, it is easy to see that the resultant type will be a fairly large machine, how large depends to some extent on whether the constructor chooses to lift his weight by flying fast with small wings or by flying comparatively slowly with a large area of sustaining surface. To fly fast and, at the same time to lift great weight, involves the use of a very power ful engine, which, at the moment, is somewhat difficult to obtain ; •consequently, it would seem likely that the English constructor, at all events, will be more inclined to aim at satisfying the minimum speed conditions, and even these may conceivably be deemed some what of a difficulty under the circumstances. Another factor that seems to be a governing clause is the specification of a minimum gliding angle of one in six. We have yet to hear that a high-speed weight-carrying monoplane comes anywhere near a gliding angle of one in six ; and, for that matter, the successful biplane under this particular clause will come in for a full measure of our appreciation after the event. The prizes to be awarded by the War Office on the recom mendation of a Committee, which will judge the tests and will decide whether any machine submitted is to be subjected to any test. A.—Prizes open to the world for aeroplanes made in any •country— 1st prize ... ^4,000 2nd prize ... ,£2,000 B.—Prizes open to British subjects for aeroplanes manufactured wholly in Great Britain, except the engines— 1st prize ... ,£1,500 I Three 3rd prizes... ^500 each Two 2nd prizes ,£1,000 each | No compe itor to take more than ^5,000. The War Office to reserve the right to vary the proportions of totals under A and B between the various prizes if the merits of the machines warrant it, •or to withhold any prize if there is no machine recommended for it by the Testing Committee. The War Office to have the option of purchasing for £i,oco any machine awarded a prize. The owners of 10 machines which are submitted to all the flying tests and are not awarded a prize to receive £100 for each machine so tested. Oil and petrol to be supplied free for the tests. The place of delivery of aeroplanes entered for the competition will be announced later. The following conditions are those required to be fulfilled by a military aeroplane :— 1. Be delivered in a packing case suitable for transport by rail and not exceeding 32 ft. by 9 ft. by 9 ft. The case must be fitted with -eyebolts to facilitate handling. 2. Carry a live load of 350 lb. in addition to its equipment of instruments, &c., with fuel and oil for 4J hours. 3. Fly for three hours loaded as in Clause 2 and maintain an altitude of 4,500 ft. for one hour, the first 1,000 ft. bdng attained at The Law of the Air. THIS little book, issued by the University of London Press, consists of the three lectures which were delivered by Mr. Harold B. Hazeltine, LL.D., some months ago in the University of London at the request of the Faculty of Laws. The first lecture deals with the fundamental problem, the rights of States in the air space ; the second lecture bears on the subject of the Principles and Problems of National Law, while the concluding lecture is devoted to Principles and Problems of International Law. The book is a valuable one, as it is written by an authority on the matter, and besides setting forth his own ideas he has collated what has been thought and written by others. He points out that as early as 1793 there were discussions on questions of aerial law, and they continued at various intervals until the use of balloons in the Franco-Prussian War brought the subject into much greater prominence. It cannot be long now before many of these legal problems will have to be seriously tackled. The book is published at Jf. nett by Messrs. Hodder and Stoughton, for the University of London Press. the rate of 200 ft. a minute, although a rate of rise of 300 ft. per minute is desirable. 4. Attain a speed of not less than 55 m.p.h. in a calm loaded as in Clause 2. 5. Plane down to ground in a calm from not more than 1,000 ft. with engine stopped, during which time a horizontal distance of not less than 6,000 ft. must be traversed before touching. 6. Rise without damage from long grass, clover, or harrowed land in 100 yards in a calm, loaded as in Clause 2. 7. Land without damage on any cultivated ground, including rough plough, in a calm, loaded as in Clause 2, and pull up within 75 yards of the point at which it first touches the ground when landing on smooth turf in a calm. It must be capable of being steered when running slowly on the ground. 8. Be capable of change from flying trim to road transport trim, and travel either on its own wheels or on a trolley on the road ; width not to exceed 10 ft. 9. Provide accommodation for a pilot and observer, and the controls must be capable of use either by pilot or observer. 10. The pilot and observer's view of the country below them to front and flanks must be as open as possible, and they should be shielded from the wind, r. id able to communicate with one another. 11. All parts of aeroplane must be strictly interchangeable, like parts with one another and with spares from stock. 12. The maker shall accurately supply the following particulars, which will be verified by official test: a. The h.p. and the speed given on the bench by the engine in a six hours' run. b. The engine weight, complete (general arrangement drawing), and whether air or water cooled. c. The intended flying speed. d. The gliding angle. e. Weight of entire machine. /. Fuel consumption per hour at declared h.p. g. Oil consumption per hour at declared h.p. A. Capacity of tanks. 13. The engine must bs capable of being started up by the pilot alone. 14. Other desirable attributes are : a. Stand still with engine running without being held. Engine preferably capable of b*ing started from on board. b. Effective silenct r fitted to engine. c. Strain on pilot as small as possible. d. Flexibility of speed ; to allow of landings and observations being made at slow speeds if required, while reserving a high acceleration for work in strong winds. e. Good glider, with a wide range of safe angles of descent, to allow of choice of landing places in case of engine failures. f. It is desirable that the time and number of men required for the change from flying trim to road trim, or packed for transport by rail, and vice versa, should be small, and these will be considered in judging the machine. The time for changing from road trim and packed condition to flying trim to include up to the moment of leaving the ground in flight, allowance being made for difficulty in starting engine. g. Stability and suitability for use in bad weather, and in a wind averaging 25 miles per hour 30 ft. from the ground without undue risk to the pilot. Stability in flight is of great importance. h. The packing case for rail transport to be easily dismantled and assembled for use, and when dismantled should occupy a small space for storage. ® ® ® ® The New Art of Flying. HERE is the romantic story of the development of the aeroplane told from the American point of view and in a way to suit the non-technical reader. The author, Mr. Waldemar Kaempffert, has evidently studied his subject well and is able to tell in an interesting manner the various things which those who take little more than a passing interest in aviation wish to know. One of the most interesting chapters in the book is that on th: new science of the air for which Mr. C. F. Talmon, librarian of the United States Weather Bureau is responsible. It gives quite a lot of useful in formation regarding the structure and movement of the air ocean. There is also a chapter on the law of the air, in the preparation of which the aid of Prof. F. W. Aymar, of the New York University Law School, has been invoked. The book is well illustrated by a large number of photographic plates, while where necessary the text is elucidated with clear sketches or line drawings, and at the end is a very useful glossary. The book is published in England by Isaac Pitman and Son. 1109
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