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Aviation History
1912
1912 - 0094.PDF
[/OGHT JANUARY 27, 1912. CORRESPONDENCF %* The name and address oj the writer (not necessarily for publication) MUST in all cases accompany letters intended for insertion, or containing queries. Correspondents communicating with regard to letters which have appeared in FLIGHT, would much facilitate ready reference by quoting the number of each letter. Re Crucifer Aeroplane. [1471] On October 15th, 1910, you were good enough to observe : " In this machine, the Crucifer, the body has a hemispherical head, short cylindrical trunk, and a long, gradually tapering tail." You also prophesy thus: " The body of the Crucifer aeroplane is an example of the fish-shaped or stream-line form, construction that in one or other of its various styles must almost necessarily come into vogue in later stages of aviation if the high speeds that are anticipated become common practice." In the following week, in Part IV of your series of helpful articles entitled " Can we fly faster for less power " ? you remark, " the hemispherical nose is likely to have the best degree of all-TOund efficiency as well as being structurally con venient. The hemisphere presents the same conditions of entry to any relative wind within a wide range of obliquity, and having regard to the various experiments that have been conducted in aerodynamics, and touching directly upon this subject, it appears to us that the form suggested has much to commend it." Mr. A. E. Berriman, whom I think the author of the preceding opinions, subse quently presented them before the British Association at the Plymouth meeting last year, and, if reference is made to his valuable summary, " The Principles of Flight," his further commendation of this shape of body will be found. It is, in fact, know to experts that it is the most efficient of all; and certain constructors, in England and France, now recognising its overwhelming importance, have begun to use it, its initial employment in aeroplane design being wrongfully attributed to them. On October 15th, 1910, you noted that the Crucifer machine (with this shape of body allowed in the claims) had been patented (in Great Britain), in April, 1909. A year later, under the International Convention, patents for this machine, so formed, were granted to me in other countries, including France, and, also, in certain of our own Colonies. Will you, with your usual courtesy, kindly publish this statement, so that my priority and rights may be duly recognised ? Hayward's Heath, L. BEAUCLERC GOLDMAN, January 3, 1912. per H.R.P. Airship Anchorage. [1472] I send a sketch of my idea of a " portable military airship anchorage" for field services, either in peace or war, and hope, if you have room in your excellent paper, you will exhibit it for the sake of open criticism. FREDK. H. GOSLING, Sapper R.E. STEEL MIL, BALL JOINT PICKET cmiNi)- Ergaer. [1473] I have read " A Study of Bird Flight" with great interest, and I hope Dr. Hankin will be able to supply more information on the subject before long. His theory of a continuous explosion giving a sufficient upward pressure to sustain the bird is very interesting. Supposing it is correct, what is there about the wings, or the bird, to act on the air in such a manner, as to cause that effect ? Should not an inanimate plane of suitable shape moving at a suitable speed show the same effect ? There appears to be nothing to cause the effect except the disturbance of the air. I should like to suggest that an experiment be made to prove this point. If an electric fan adapted to revolve in a horizontal plane, were placed on a spring scale, or run (with ammetic and voltmetic connected up) at intervals from morning to night, any marked difference in the lift and watts consumed would indicate the presence of Ergaer. The fan would have to be placed where it would get the sunshine, be protected from wind, run at the same speed for all the tests, and of course in a locality where soaring flight is common. I should like to make another suggestion, viz., that possibly the wing surfaces become charged with static electricity (as a driving belt) during the rapid movement of the bird through the air, also that the atmosphere is highly charged, during sunshine, with electricity produced as a result of evaporation. Possibly the sudden disturbance of the air by an electrified wing causes the force which Dr. Hankin calls " Ergaer " to be released. If the preceding experiment gives a negative result, it might be repeated with a fan having ebonite blades. Bradford. HAROLD SMITH. [1474] I should like to draw your readers' attention to an article in the current number of the Nineteenth Century, entitled " The Solution of the Mystery of Bird Flight," by Mr. G. L. Davidson (the inventor of the "Davidson Gyropter," which has yet to make its appearance). In it the writer advances a theory for soaring flight depending on " the expanding energy of the air," which seems to me to be not at all in accord with Dr. Hankin's conclusions with regard to what he calls " Ergaer." For myself, I am not sufficiently conversant with the subject to be able to argue for or against Mr. Davidson's assertions, but it would be interesting to hear different opinions on his theory as opposed to that of Dr. Hankin. The article in question is an excellent contribution to a little known subject, and well repays reading. Malta. C. E. MAUDE. The " British " War Aeroplane. [147S] " We are determined to bring this country up to a proper, indeed to a high standard, in matters of military aviation."—Colonel Seely, Under-Secretary for War. It is difficult to reconcile this bold statement—which in truth would make a grand motto for the Aerial League—with the Govern ment's long deferred competition for aeroplanes, while we, who have hugged that statement in our adversity in the fond belief that our proper standard was at least equal to that of our neighbours, have received something more than a slight shock in the Government's announcement that it is only one-fifth that of France, if its height is in direct proportion to the amount to be expended in prizes and about one one-hundredth of that of France or Germany if in propor tion to total outlay. The inadequacy of the amount can only be brought home to the nation, if we receive in direct proportion, that for which we are willing to pay, in other words, after the competi tion we should have one one-hundredth part the strength and efficiency of France or Germany. One must be forgiven if in trying to scratch beneath the surface to find lelief, or in other words, in trying to analyse the more recent statements of responsible statesmen one treads upon soft ground and a little mud flies. Colonel Seely's statement at the Aeronautical Society's discussion gives no relief, it is too vague, and implies, so far as words go, something less than the statement which heads this article, therefore we must turn to Lord Haldane's reply to the Earl of Hardwick,* This reply discloses a state of affairs unprecedented in history, for if Lord Haldane's statement on this occasion is worth anything the prize is offered for a type of machine we shall not eventually require, on the other hand, if this statement was made to cover the admitted inadequacy of the prize offered, we, for the first time, find a British Minister deliberately trying to deceive the nation on a matter of armament to save a few pounds. If, and I say " if" advisedly, our aerial policy is to be that indicated, it is very similar to that recommended in FLIGHT of May 6th last, " we require our air services for sea purposes," &c, then the prize now offered is a waste of public money, in a double sense, it is offered for a type we shall not eventually require, and will probably go to strengthen a firm which, in the event of war, would be unable to supply the type (or for that matter any type), we may require. We are told that the aerial policy of the nation is in a state of flux, this was perhaps unnecessary, the words and actions of our responsible Ministers can leave no doubt on this point, and the quicker a policy is decided upon the better for the Empire, the tax payer, the constructor and last, but not least, the Ministers. To state that this condition of flux is due to the policy of nations, or the state of the aeroplane's development, is childish, and cannot * FLIGHT, December 16th, Aeroplanes in Parliament.
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