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Aviation History
1912
1912 - 0771.PDF
.^>u?:*r;-:.^;:-^^f;;r •^•w,n< MILITARY AEROPLANE TRIALS- PROVISIONAL RESULTS UP TO AUGUST 20th. [In all calculations the corrected h.p. is used instead of the maker's h.p. when there is any difference.] Name. Motor. Pilot. D. J3 ed h w pe t 8 I -. U U 4 eig £ d, ja + *-* .5? £ i < i £T-| Petrol £!*>: x ? kg • a vb^ •f * II | -x ' ,3 u V Hi 1* d CM Oil. tan k e >—* ^ d Pet r 0 •3 & l 2 3 4 5 6 I 9 10 11 12 '3 14 15 it, 17 IS '9 20 21 2? 23 -'4 25 26 2? •I 29 30 31 3* Hanriot Hanriot Vickers Bleriot Tan. Bldriot Soc.... Avro Avro Breguet Breguet Coventry ... Coventry ... Bristol Bi. ... Bristol Bi. ... Bristol Mon. Bristol Mon. Flanders ... Martin H. ... Aerial Wheel Mersey Brit. Dep. ... Brit. Dep. ... M. Farman... Kny Lohner Weston H. ... French Dep. French Dep. HandleyP... Piggott 100 100 70 70 7o 60 60 110 no 100 no 100 70 80 80 100 III 45 100 70 100 120 100 100 70 35 Cody Mon.... 120 Cody Bi. Borel 120 801 Gnome Gnome Viale . Gnome Gnome Green . ABC C.U. , C.U. . Gnome Chenu . Gnome Mercedes Gnome Gnome ABC Chenu .. NEC .. Isaacson Gnome Bielovucic Sippe McDonald Perreyon Perreyon Parke (engine not ready) Moineau ... 7 " Climbing 1,000 ft. 3 hours . Fast . Speed. 0 53 Decrease . Increase . Plough . Stopping . Wind. Maximum . Minimum . Slope . Gliding. CO § M H Powe r a t max . velocity . Pe r cent . i Wit h clim b a d . ti 1 Assembl y aft e roa d transp c lbs. 1921 1898 1536 1800 2150 269 269 220 6198 297 7.335J5 10' 5 465 4 '62 X 172 168 .38 90 gals, igals. 42-5l8-o 4i-o|8-65 27-05-35; 27-0 6-3 (not arrived, owing to accident while flying from France) Raynham Raynham England (not flown) Busteed Pixton (engine not ready) looAnzani. Bell Fenwick Vedrines Porte Verrier 8012-0 1950,24-413505-44 205OJ2O-513005-83 80 I2-O2326|29-O387 6,o 5-512296 32-7 387 5-92 75 9-61848:24-62108 75 9-61871 25-0J210 8 20OO;20-0^400:5 Renault Mercedes (not arrived) A.-D. ...!(not arrived) ((not arrived) Prevost (not arrived) iPetre iParr Gnome Gnome Gnome Anzani. A.-D. .. A.-D. .. Gnome •95 .80 72 80 60 9 o 6-9i8oo|24-oJ3io|5-8 :II50J25-6|400 2 12-0200025-0 7-52000120-0 5-91931126-8 2707 2707 7002 315 59 '33 110 174 '93 216 222 100 no 74 '85 14S 75 390 pts. •72 •78 •61 •72 gals, gals, I2I2-4 II'22-I 8-o •S5 35-o7-o -78 8-o i'7 3-5 138 38-58-4 148 140 T> N.B. 12-0186823-4 1400 14-0248 11-3 1450 24-22406-1 5-9 70020-0! 1007-0 (not arrived, damaged in previous flight) Cody 5-9 2277ii9-o!50o'4-5 (not arrived) 75 No. 6 was damaged, but has been repaired. Nos. 8, n and 17, engine trouble delays progress. Nos. 28, 29 just finished construction. Nos. 12, 15, pilots only appointed on August 12th. 85 42-090 6 3 2 2 3 15 77 4 4"7 4 45 •739-754 50 7-2 42 i"3 6-3 •4221-4 3 3° c I 364 333 . % 2f2!26-5 yes 19-2 24-0 yes 250 6-5 235 200 II-2 191 2IO 207 12-I 333 18-8 75-2 75-4 59'9 66-6 9-2 yes 61 • 1 52-0 1 yes 58-940-0 14-9 yes 70-568-3 yes 73 o 16-8 yes 58-0 55'237'4 288 19 -8 23-5 16-5 yes .69-1 59-0 % % 20-425-6 11-7113-2 I4-9I»7'5 32-047-3 3> 20-5 32-2 3-2 260 47-6 yes yes •S.I 8 120: 31 119; 31 yes 60 28 yes 14-617-1 yes yes 72-448-533-249-4 yes 45 64 75 50 2.S 31 29 29 27 One in 6-6 5'9 15 56 26 53 15 6-8 lbs. h.p. % 291 58-473'o 322 65-081-5 274 44-674-3 85-10 37 4 B, % 1 99'5< 105-5 .?o 284 5 4 340 6-2 368 41-758-0 64-0180-0 710590 74-8 I03-5 75-5 « 43 I )'<'S yes c § m M yes No. 19 has been wrecked. Nos. 20, 21 purposely delayed, to assist No. 26 to finish. Summary of Performances. Hanriot I Hanriot 2 Bleriot Tan. Bleriot! Soc. Bristol Mon. Bristol Mon, M. Farman Fr. Dep. Cody 4 5 »4 «5 172 168 198 216 222 75 % 75'2 75-4 6ri 58-9 70-5 73 0 S5'2 69-1 724 XV 12,900 12,700 12,100 15,200 16,200 4,140 9.55o 6,140 R % 25 6 13-2 i7\S 47 3 3-2 26-0 476 171 49'4 E, E. 66 i? 53 6-8 I'4 73-o 815 74-J 580 800 590 995 105-5 85-1 74-8 103-5 755 The accompanying table summarises some of the results achieved by the machines that are furthest forward in the trials. In the column- headings :—X is the product of weight per h.p. by weight per sq. ft., and a high value implies a claim for high efficiency ; a low value implies a high reserve of engine power. V is the maximum flight speed obtained. R is the speed range expressed as percentage increase on the slow speed. H is the percentage h. p. used for the height climb. G is the best mean glide. E, is the ratio of V-times the resistance deduced from the gliding-angle to the effective h.p. available. E3 is E, plus H. Since the publication of a similar table last week, corrections have been made as the result of the official weighing of the machines. Also, other competitors have succeeded in completing more of the tests in the interim. The most striking new feature is the very high speed range of the Bristol monoplane No. 15, Hanriot No. I, and the Bleriot sociable No. 5, the latter having a range in the same order as that of the Maurice Farman and the Cody, which, for a monoplane is certainly remarkable, the highest values for internal efficiency, based on speed, climbing, and total weight in flight, are obtained by the monoplanes in this list as shown in the columns EJt E2, but elsewhere in this issue is an investigation into the economy with which the various machines transport the useful load of 350 lbs., which is a common trial condition for all entrants. Also the speed range above and below 55 m.p.h. is taken as a standard, and account is also taken of the fuel and oil consumed. On this basis, the Cody biplane comes to the fore in a very marked manner, and the Farman occupies a much better position. The Hanriot No. I and Bleriot No. 5 monoplanes mentioned above, however, still score heavily by virtue of their speed range, on which a premium has arbitrarily been placed in the calculation. The Bristol monoplanes have not yet made their gliding tests, and are, therefore, omitted. o IT H
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