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Aviation History
1912
1912 - 0752.PDF
(JFjJGHT large as the tail, while the rudder is a little smaller than one ot the elevator-members, and seems well proportioned to the size of the machine. A simple pivoted skid, with spring attachment, supports the tail on the ground. The undercarriage consists of six struts and two skids, arranged on a modified plan of the A-frame principle. The skids project well forwards, but are not much curved. The axle lies across them near the rear, and two struts spring upwards and apart from each heel to carry the body. A third strut rises from near the toe to stay the engine-bearers. It is difficult to explain in words the precise quality in the design of this machine that calls forth the admiration of the engineer, and it is certainly not in any.way due to smart finish of superficial details, for although the workmanship is excellent, the hand of the experi menter is on it still. The fact remains, that for a well-designed tractor_ biplane, BE 2 of the R. A.F. is hard to beat, and some points in it might well be worth copying by those in search of Army orders. On Monday, August 12th, at about 5 o'clock in the morning, de Havilland made a splendid altitude ascent on BE 2 which must be very nearly, if not actually, a record. The barograph registered 9,Soo feet when he came down three hours later and the starting point to which the zero of the instrument was set is already about 400 feet or more above sea level. Roughly speaking, therefore, BE_ 2 in ordinary touring trim with pilot and passenger (Major Sykes), all its fuel, oil, instruments and other odd " gadgets" went up to the region of 10,000 feet above sea level. It was flying, in fact, under trial conditions and with no special preparation other than is proper to the keeping of an aeroplane, or any other machine, in going order. Weighed immediately after the descent the machine alone scaled 1,274 lbs., of which 30 lbs. rested on the weighbridge under the tail skid. To this must be added the fuel and oil used on the three hours' trip, the pilot and passenger, who scaled 315 lbs. AUGUST 17, 1912. together. At starting, the weight in flight was therefore probably in the order of 1,750 lbs. The first 1,000 ft. was timed by Major Sykes at 2 mins. 55 sees., i.e., at 344 ft. per minute. This represents an expenditure of about 18-h.p or 25-5 per cent, of its rated power, which is very high, is an indication of general efficiency, and some evidence of a very useful narrow 4-bIaded screw. The 7,000 ft. level was reached in 35 mins., but from 6,000 ft., upwards, the rate of climbing was very slow, owing to the rarefied atmosphere at these altitudes. The barometer hereabouts reads only in the neighbourhood of 20 ins. of mercury, so that there is a very great decrease in the mass of air deflected by the planes at a given speed. In the end, the lift diminishes so much that there is no surplus for further ascent and the machine stops climbing. This happened at 9,500 ft. with BE 2, because de Havilland tried for half-an-hour to get higher, but was unable to do so. In climbing at great altitudes, pilots always keep a steady angle of inclination and de Havilland sets BE 2 until her flight speed is down to 47 m.p.h. If there is no change in the barograph after a reasonable time under these conditions, the ascent is finished, it is impossible to go higher and it is generally time to come down. The descent is at first more rapid than normal in the region of reduced pressure. No trouble with the carburettor was ex perienced from start to finish and no adjustment was made ; nor did either pilot or passenger experience inconvenience save from the cold. Two strata of clouds were passed through, and the land was shut out from sight ; their whereabouts on descending was quite unknown to either de Havilland or Major Sykes. Sighting a railway station, they flew close to it, and were able to read the name Hermitage, and following the line south to Newbury, they branched off to Andover and followed the main road to Amesbury, where they descended in front of the sheds after a most interesting trip. A DAY BY DAY DIARY. By a Special Correspondent. Lark Hill Camp. A HIGH wind prevailed all day Tuesday, August 6th, but the Chenu- engined Martin Handasyde, handled by Gordon Bell, took advantage of a momentary lull, when the gusts seldom exceeded 34 m.p.h. and never dropped below 16 m.p.h., to take the air for its wind test. In spite of the fact that a wind of this velocity is a fairly stiff breeze, the machine appeared to be totally unaffected by it, except when a gust striking her lengthways made her rise perpendicularly for forty feet or so. On Wednesday the weather conditions remained much the same. At 4.30 p.m. Bell again took out the Martin Handasyde, and effected an entirely successful flight. He was followed an hour later by Busteed on the Coanda-type Bristol monoplane with a passenger. This machine also appeared unaffected by the wind, which still remained very high. Cody tested his Austro-Daimler engine, but said he thought he would not go up just then : example overruled precaution a few minutes later, however. Prevost took up Capt. Dawes in the 100-h.p. Gnome Deperdussin, and appeared to have a fairly busy time. McDonald on the Vickers was forced "Flight" Copyright. Taking home the wreckage of the Avro biplane to Manchester, where Messrs. A. V. Roe and Co. tackled the "problem," and had it on its way back to Larkhlll by Wednesday evening. The Avro firm need not be Included in the "Wake up England" admonition 1 to alight on the other side of the valley owing to a defective pressure feed. Verrier flew the Maurice Farman for some time, passing the climbing test at his second attempt, and finishing up with a lovely " pancake " glide from some height. The machine appeared to stand still at times when against the wind. These pilots, by the way, had all entered for the trial—" To fly satis factorily in a wind 25 m.p.h. at 25 ft. from the ground." Lieut. Parke was out testing the Green-engined Avro after the fitting of a new propeller. It should be noted that five out of the seven who found flying in a wind agreeable were British pilots on British machines, a fact of which we hope that the military and naval authorities will take note. Perreyon attempted the climbing test on the tandem Bleriot, but again failed to rise 200 ft. a minute. Parke, who had steadily been flying for over three-quarters of an hour round the surrounding country, landed some way down the hill on the side of the valley, between the sheds and Fargo Wood. After traversing the ground for some little distance the machine was seen to stand on its nose, and then turn completely over. A few seconds later Parke appeared, and was seen to run round the wreckage. Cars drove across in great numbers, and the cause of the accident was explained by Parke, who was one of the first to set to work dismantling. He was pulled down so much by remotes that he did not think he would be able to circle over the sheds and land against the wind ; so he landed at some considerable distance from them, naturally travelling at a very high speed. On touching earth he ran into a very bad piece of ground, full of hillocks and long grass. The opposi tion to the undercarriage made by this caused it to be dragged back, breaking one wire and the axle. The broken axle, consequently, was twisted round and stuck in the ground like a sprag, so that the machine turned a somersault, and was badly smashed. The engine, however, was undamaged. Great sympathy will be felt by all for Mr. Roe and Lieut. Parke, the accident being a piece of sheer bad luck. Attempts are being made to rebuild it at Manchester to continue in the competition. On Thursday morning at 4.30 a.m. the first com petition machine out was the Coventry Ordnance with the 100-h.p. Gnome, piloted by Sopwith and having Copland Perry as passenger. Busteed took Capt. Dawes for a "joy ride," on ihis attempt for the three hours' test, on the Coanda-type Bristol fitted with a 80-h.p. Gnome. He came down after a short while, however, deciding to wait for better 752
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