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Aviation History
1912
1912 - 0740.PDF
EDITORIAL Although, at the time of writing, the MT-!? e Military Aeroplane Trials are far from Trials^ completed, quite enough data are already available to make a study of the results to date well worth while. It may, perhaps, be useful if we attempt to summarise the points that stand out from the general mass of information, and in the first place, we would urge recognition of the principal fact, namely, that the number of machines engaged in the trials and their wide diversity of type renders the occasion a unique opportunity from which should evolve what may well be termed a world's record in data upon which to base sound- conclusions upon the science and practice of dynamic flight. From the very inception of the trials we have had this consideration in mind, and have made to the best of our ability, a serious attempt to do justice to it through the medium of our technical editor's report and analysis of the Trials, which is distinct'from the general report of the day-to-day happenings. Not the least valuable feature of this report, we hope, is the table that ha t been compiled in an endeavour to set forth the data in a manner that should enable students to follow both the facts and their scientific significance with comparative ease. It is not by any means our habit to dwell upon our own work, but in this case we cannot help saying that we really think that it will pay the serious student of flight to read, mark and inwardly digest the lessons that this table is capable of conveying. Now, with regard to the more general aspects of these Trials, there is one point upon which we think it is desirable to insist at the outset. That point is that the Trials are essentially tests of war machines as opposed to aeroplanes for commercial or pleasure use. Having laid this down as our starting point, we venture to think that some of the entrants have lost many a brilliant oppor tunity of impressing the authorities with the capabilities of their machines. True, the weather conditions have been exceptionally bad, but we have seen the spectacle of a whole Flying Corps staff waiting and watching in vain for flights which while not in the nature of observed tests, would nevertheless have impressed the army authorities with a sense of what may be called the weatherliness of the modern aeroplane. Let it be well understood that we do not for a moment suggest that undue risks should be taken, but there is a difference between taking what are really legitimate risks and staying in the hangars with an obvious idea that prizes rather than orders for machines were the main object in view. If in the month of August, a sequence of ten days can produce but 38 hours of official flying weather, it most obviously supplies an argument for the sceptical to maintain that, after all, the aeroplane is nothing but a fair weather machine, unless it makes a very determined attempt to take the air. This, we know, is not in accordance with the facts, but what it is eminently desirable to avoid is anything which can give colour to the idea that the aeroplane can only be of service in calms or light winds. The exigencies of war will not wait upon weather and, we repeat, it is war machines which are being tested. It is the poor impression that may be conveyed, which leads us to give expression to this stricture, and not any doubt in our own mind as to the actual capabilities of the machines. Some of them are not ready even now, while others have been deterred by the necessity of passing the three hiurs'test biftk'd prjceaiing to the other events AUGUST 17, 1912. COMMENT. from going aloft in doubtful weather. If the bad weather continues, it might assist matters to permit competitors to make their gliding tests, speed tests, landing, &c, in any order that is convenient, the recognition of the results therein being, of course, subject to the subsequent completion of the three hours' flight. After all, it would be very useful to have some definite information to go on with about as many machines as possible. Let us now come to the consideration of the lessons to be gathered from the figures to date. It is almost dropping into a platitude to say that the first essential of an efficient aeroplane is a reliable engine. Nevertheless it is a point that must be noted as one of the principal lessons of the trials for at least two machines—the Martin Handasyde and the Coventry Ordnance—have been prevented from doing anything at all as a consequence of a serious motor defect. In the direction of engine improvement, the next point that arises is the importance of the relation of fuel to oil consumption. From the table, it will be seen how far is the aeroplane engine from the economy of the ideal car motor in its con sumption of lubricating oil. In the case of the latter the ratio is about 25 to 1, a figure that, by these trials, is only approximated by the big Austro-Daimler motor fitted to the Cody biplane. In the Gnome, the ratio is seldom better than four to one and the oil required is of a special kind, which might seriously affect the utility of the machine if there were any difficulty in obtaining supplies. A point to which considerable importance seems to be attached by the military authorities is that of variable speed and in this connection it is interesting to note such performances as that of the Cody, the slow speed of which can be increased by nearly fifty per cent, and which, at its fastest, can fly nearly as fast as the fastest monoplane. But here the significance of power and a big engine is apparent, wherefore we have tried, as explained last week, to analyse the data by the aid of a new constant X which combines the factors of weight per h.p. and weight per sq. ft., on the assumption that they are analogous to the weight and gear ratio of a motor car. Everyone will be interested to see the gliding figures and to note how closely they approximate to the one in six required, which, it was often said, would be a most difficult figure to attain. The figures are especially interesting because, so far as they go, they fail to give any appreciable advantage to either type of machine; in a word, it looks as if the moderate speed of the biplanes had found its equal in the streamline monoplane bodies. Now that these figures are available, as well as those of the climbing tests, it is possible to get some idea of the overall efficiency of the aeroplane. Exact figures are impossible for reasons explained in the text, but the figures serve as a comparison and, indeed, in all our con clusions we are rather concerned with stimulating discus sion and presenting a comprehensive view of different aspects of the Trial than with any desire to dogmatise mathematically. In conclusion, let us say a word of appreciation of the military authorities who are conducting the Trial. Up at four o'clock in the morning, no matter what the weather, keenly attentive to every detail, knowing exactly what they want and how to get it, pleasant and kindly to all and sundry, they have made the Trial absolutely business-like and practical to a degree and a pleasure to all who have had to take part in it. 74O
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