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Aviation History
1912
1912 - 0086.PDF
(yycST position, and rotates the elevating rudders so that they cause the descent of the machine. Let it be supposed that, in view of certain circumstances, the position of the longitudinal axis of the machine has changed, and has taken an upwardly-inclined position, A11, B". The speed of the machine falls immediately. As a result of this the pressure on the regu lating plane, E, F, which has changed in proportion to the square of the speed, will decrease immediately, and the elevation rudders, under the action of the spring device, g, will move in a downwardly-inclined direc tion, C1, D1, and the longitudinal axis of the machine will immediately decline from the position occupied by k and several moments afterwards will return to the primary hori zontal position. Let it be supposed, on the other hand, that a certain power has inclined the axis of the machine in a downward direc tion, A1, B1. The speed of the machine at once increases. The pressure borne by the regulating plane increases, the elevation rudders will turn in an upward direction, C11, D11, and several moments afterwards the machine will again occupy the primary hori zontal position. Let it be supposed, further, that the aviator, without touching the eleva tion rudders, slows down the speed of the motor. The speed of the machine, owing to ® ® ® ® JANUARY 27, 1912. such a slowing down, will decrease and the elevation rudders will turn in a downward direction, CJ, D1. As a result of this the axis of the machine will at once commence to incline in a downward direction, A1, B1. Its inclination to the horizontal will stop on its reaching the angle at which the speed of the machine will return again to the normal speed of sixteen metres per second. From this moment the elevation rudders, having again occupied the normal horizontal position, will automatically rectify all the declinations of the axis of the machine from the new, now somewhat inclined, position of it to the horizontal.—December 27th, 1911. EXPLOITING THE SAHARA DESERT. FOR the purpose of determining the best route for aeroplanes across the Sahara Desert, a young Frenchman, Mons. le More, has, with two native companions, accomplished a return journey across that barren waste, a distance of nearly 4,000 miles. As a result of his very perilous and arduous trip, which occupied thirteen months, the daring young Frenchman is fully convinced of the possibilities of a trans-Sahara flight, providing that suitable relay stations be arranged. Moreover, he hopes to be the first to perform this journey by aero plane. For his journey of exploration he travelled as far as he could by train from Algiers, and then obtained a friendly lift on a waggon to Ghardaia. Then, obtaining a camel and an Arab guide, he started off to cross the desert proper, being joined by another native. Eight days' riding took them to El Golea, where they were given a warm Map of the remarkable journey across the Sahara Desert recently concluded by M. le More, a distance of 1,200 miles, occupying about 13 months. His journey was undertaken with the object of ascertaining the possibility of flying by aeroplane across the desert if sufficient suitable points could be obtained for relay stations. M. le More is quite convinced that there are no insuperable difficulties in regard to establishing a regular service. He re-traversed the desert by a slightly different route part of the way upon his return to Algiers. Inset Great Britain is shown to the same scale as the map of Northern Africa. reception by French soldiers. Three days later they reached In-Salah, where they were again kindly received. Accompanied by a French sergeant, they continued on to Tamarasset, and from there to Kidal they journeyed for twenty-nine days without meeting a single human being, while in the ten days spent in getting to Gao there were constant alarms from robber bands, the travellers, however, getting through safely. From Gao to Timbuctoo the journey was by river, and a pleasant variation. After staying at Timbuctoo for three months M. le More visited several parts, and reached Bechar, from whence he returned to Kidal. He started on the return journey across the desert in a different direction, via Timisao and In-Ziza, rejoining his outward route at In-Salah. As already stated, M. le More is convinced that it would be possible to establish relay stations and make an aeroplane flight over the route. ® ® ® ® TWO-PASSENGER RECORD. Verrept Raises French Passenger Height Record. USING his Borel monoplane, Verrept, at La Vidamee, on the 20th inst., carried two passengers, MM. Voigt and Liva, to a height of 1,075 metres. The useful load carried was 215 kilogs., while the total weight, including petrol, &c, was officially checked at 300 kilogs. Verrept intended to try and beat Lieut. Bier's world record of 1,220 metres, but after 18 mins. he found the cold too trying, and had to come down. He had, however, beaten Moineau's French record of 876 metres. Fischer does Better. ON the 23rd, at Bouy, Fischer, on his Henry Farman biplane, attacked the double-passenger height record, and took his two friends, MM. Loygorri and Ram, up to an altitude of 1,400 metres. He thus beat the world's record, but only held it for a few hours, as at Rheims, a few kilometres away, Prevost was making preparations for a similar flight, with the success seen below. Fischer will, how ever, have another try for the record shortly. But Prevost Beats them both. ALSO on the 23rd, but at the Courcy-Betheney ground, near Rheims, Prevost attempted to beat Lieut. Bier's record, and by taking up Lieut. Brat and M. Besnard to 2,200 metres he secured the right to the title of world's record holder. His mount was a Deperdussin monoplane, fitted with Gnome engine and a Rapid propeller. The start was made at a quarter past three, when although there was little wind, a thick mist made the conditions uncomfortable for the flyers. At 300 metres high the machine disappeared from view, but another couple of hundred metres higher the record breakers found themselves under a bright blue sky. In 23 minutes a height of 1,750 metres had been attained, and four minutes later the barograph registered 2,000 metres. Prevost kept the machine climbing until 2,200 metres had been reached, and then started to come down in a spiral vol plant. He suddenly found himself above the towers of Rheims Cathedral, and taking his bearings by this landmark, found his way to his hangar, before which he landed, after being in the air 38 minutes. Although the passengers stated they had had a most enjoyable trip, they complained very much of the cold. This is one more triumph added to the sheaf of Deperdussin records. ® ® ® ® National Subscription Proposed in Germany. THE annual report of the Potsdam Chamber of Commerce points out that the German aviation industry is sadly in need of support, and whereas there are only two sources of demand for machines (a) from the Military Authorities and (b) from Prize Seekers, it is necessary that the Government should spend at least three million marks in purchasing aeroplanes. One of the German news papers has taken up the idea and suggested that a national subscrip tion similar to that got up for the Zeppelin airship should be organised for the purpose of raising a fund of five million marks for military aviation. 86
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