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Aviation History
1912
1912 - 0753.PDF
AUGUST 17, 1912. •weather conditions. Lieut. Porte followed on the British Deper- dussin. There was a vast crowd to watch the exhibition flying before Members of Parliament, who came down early in the afternoon. They were shown the machines in parties by various officers, and very amusing were some of the questions asked. A strong wind was blowing, but in spite of this, proceedings were started by Verrier on the Aircraft Co.'s Maurice Farman at about 4 o'clock, who took Capt. Dawes as passenger. The crowd round them was considerable, cameras and cinematographs being largely in evidence. On their coming down after the usual pancake glide, Capt. Dawes made a few remarks upon Verrier taking his hands off the control to demonstrate stability when he was passenger. The Chenu-engined Martin Handasyde was the next to ascend and was nearly, but not quite, the victim of a nasty smash through engine trouble. Bell was making the machine climb at a considerable angle after the first " get off" when his engine was heard to suddenly cease work. Managing to get the nose down in a very smart fashion he dived, the machine not being sufficiently far from the ground to get on to its proper gliding-angle. Luckily the ground landed on was down hill, and although he appeared from the spectators position to strike the ground with great force, he in no way damaged the machine, thanks to the excellent landing chassis and his own skill. The cause of the " atterrissage" was due to a broken magneto drive, this having occurred six times in the past fortnight. The next up was Prevost, on the 100-h.p. Deperdussin, making a very impressive flight. Circling the ground, he shut off his engine and dived, then, when neanng the earth, he switched on again, and once more circled the ground, making fine banked turns. It should be remembered that a strong wind was prevailing, being between 30 and 35 m.p.h.—scarcely the atmosphere in which to do "stunt" flying. This pilot was received with great enthusiasm. Busteed on the Coanda-Bristol and Sippe on the Hanriot were out subsequently. Perreyon then again attempted his climbing test, and passed it successfully, climbing 1,000 ft. in 4 mins. McDonald made several circuits on the Vickers, appearing to be most at home at a height. The machine glides very well indeed. Apart from competition flying, other good displays were made by Lieut. Conner on the Nieuport, Capt. Hamilton on the Deperdussin and Lieut. Fox on the Aircraft biplane, having a Maxim mounted at the bow, which, however, was not discharged. Towards the end of the evening Major Brooke-Popham flew over from Wanstead, where he had previously been forced to alight, followed by de Havilland on BE 2 machine from Farnborough. The Bristol monoplane, piloted by Valentine was undergoing an engine test, repairs after his smash having been carried out in four days. Thursday's flying must certainly have been very educational to our legislators and to the notabilities who arrived. It must have opened their eyes to the fact that aviaton has greatly advanced since even a year ago, and made them realise that the aeroplane has now gone far beyond the experimental stage. On Friday morning, Sippe, on the Hanriot, and Perreyon, on the Bleriot, attempted the speed test. The minimum, it should be noted, is 55 m.p.h. The former attained a speed of nearly 75 m.p.h. He did not attempt the slow-flying contest, thinking it better to wait for a calm. Perreyon reached 61 m.p.h. Cody was out doing circuits, and the Breguet made its first appearance, coming to grief, however, through a broken under carriage. Piloted by Fenwick, the Mersey put up a very good show, climbing well, with Swaby as passenger and a load of petrol sufficient for six hours. Gordon Bell flew the Antoinette- engined Martin Handasyde from Brooklands, being forced to alight at Bulford Camp, through a broken water-connection, which sprayed him with boiling water. Repairs were made and he continued to Lark Hill. The IoO-h.p. Deperdussin was flown by Prevost in the ploughed field test, which it passed successfully. This machine is ahead of all, having already passed the assembling, the climbing, the three hours, and the wind test. Busteed was out, and three military aircraft machines flew over from Farnborough. An interesting arrival was the Gamma dirigible, and the provision for its being able to be moored in a wind so that its head is always in that direction. This consists of a tall pole fitted with a revolving cone, into which the nose of the machine is placed. This, however, was not erected until the machine was ready to start at 12.30. The afternoon was the best time for flying that we have had since last Thursday, sixty-seven flights being made before dusk. The 100-h.p. Gnome-Deperdussin under the pilotage of Prevost set off to the scene of the fast and slow speed tests with Major Sykes as passenger. Two Aircraft machines, Capt. Hamilton on his Deper- dussin and Pizey on the Bristol monoplane, were out. We are not attempting to report here all the flying that is done by machines apart from those entered for the Army Trials, but we may mention that the machine flown by Pizey was being tested before Italian Government representatives, and it could hardly fail to give complete satisfaction with its 3,200 ft. climb in 16 mins. Cody and the Maurice Farman then joined Prevost at the speed test, which was held on Knighton Down. The 100-h.p. Gnome Coventry Ordnance had a new pilot in the person of Kaynham, who flew the machine very well, first by himself and later with Howard Wright as passenger. Valentine flew the Coanda-Bristol for the first time since the smash, everything appearing in order. Prevost then returned from his speed and climbing tests, making minute circles with 450 banks over the sheds. He then ascended to 1,000 ft. and came down in a fine S-curve vol plant. People waited till dusk for the return of Cody and the Maurice Farman, but not until long after dark did they come back, the former wandering over the Plain before so doing. It was found that he had easily passed his speed test, but not by as great a margin as he would have liked, only attaining 69 m.p.h. His engine was not firing in one cylinder and he did not reach the 75 m.p.h. which he expects. On applying to the officials and showing them the reason for the " slow " speed he had made, he was given permission to go for the test again. In the slow speed test he diminished his velocity he tells us to 47 m.p.h.—truly a marvellous performance for a 75 m.p.h. machine. We believe that this is accomplished by reason of his wing construction—the plane automatically flattening itself out under increased velocity of travel. The Maurice Farman, piloted by Verrier, flew the fast test at 55"2 m.p.h. and the slow itest at 37 m.p.h. It also passed the gliding test. This machine, up to the present (Saturday), has passed the assembling, the climbing, the three hours, the fast-and- slow speed, and the gliding test. On Saturday morning, Cody was out ior an unofficial speed test with all his cylinders working and reached a velocity of 72 m.p.h. He still is not satisfied and hopes to do better later. He was out from 5.50 to 7.12 a.m. The Breguet with Canton-Unne engine was in the air, but owing to engine trouble would not get off the ground at a satisfactory angle. The Army Breguet was flying very well indeed. Bielovucic on the Hanriot and Busteed on the Bristol both attempted the three-hour test, but neither relishing the prospect of staying up in the wind that had risen, they both descended. Sippe started off on the Hanriot for his speed test with Capt. Dawes as passenger, but finding there was no observer at the fort, returned and took Bielovucic for a "joy ride." Later in the morning, which was windy and wet, the French Deperdussin started for the road transport test, having passed all the other necessary trials. For this, the machine has to be '* taken down " and trundled along the road behind a car ; it is then erected again and flown. Prevost finished up by flying in the afternoon in a 30-m.p.h. wind. In the evening, the wind was still high, but Capt. Hamilton started operations on the Anzani-Deperdussin, his smoky exhaust showing up strongly against some thunder clouds Bielovucic made a trial on the 100-h.p. Hanriot, finishing up with a fine spiral glide, which he made somewhat steep for this machine in order that he might not be disturbed by the gusty wind prevailing. The Army Breguet and the 10-cyl. British Deperdussin both followed, flying well in the bad conditions. The Mersey has been hung up by the want of some new rubber springs for the undercarriage, having somewhat damaged them on the last occasion it was out. The Chenu-engined Martin Handasyde is hors de combat through the magneto drive, which has once more given trouble. The Handley Page is, at the moment of writing, not quite completed. The Flanders is still delayed by non-delivery of its engine, the minor accident which occurred in transport having been quickly repaired. The Chenu-Coventry Ordnance is, like the Martin Handasyde, still subject to engine trouble. The Canton- Unne Breguet is also experiencing the same trouble, and though one short flight has been made, nothing satisfactory was accomplished. Saturday evening the French Dep. was taken to pieces so that its wings could be packed up against the sides of the body for road transport, and having been duly trundled down the highway as far as Stonehenge Inn and back again, was reassembled and flown for a last official flight by Prevost. The trial was then over so far as No. 26 was concerned, and all is credit to pilot, and machine and firm for getting through in such excellent time and such splendid style. Bielovucic, with Lieut. Laurence on Hanriot No. I, went out in the wind which the pilot subsequently reported to be very steady. Meanwhile Breguet again tested its engine and struggled hard to get the extra 300 over and above the 1,000 r.p.m. already available. Sunday, no official flying of any sort could take place to-day, but in the evening Pixton, newly transferred to the Bristol monoplane No. 15, went aloft for exercise, and Busteed also took practice, W' get his hand in for the climb, which is just about as much as his machine can accomplish with its naturally high speed and load. 753
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