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Aviation History
1912
1912 - 0796.PDF
MILITARY AEROPLANE TRIALS. PROVISIONAL RESULTS UP TO AUGUST 27th. [In all calculations the corrected h.p. is used instead of the maker's h.p. when there is any difference.] Name. 1 2 A 5 7 14 •5 17 21 2? 26 31 Hanriot Hanriot Bleriot Tan. BldriotSoc... Avro Bristol Mon. Bristol Mon. Martin H. .. Brit. Dep. .. M. Farman.. French Dep. Cody Bi. .. BE, 100 100 70 70 60 80 80 Motor. Pilot. I a a a. Gnome Gnome Gnome Gnome Green .. Gnome Gnome 75JChenu .. 100 Gnome 7oRenault 100 Gnome 120A.-D. .. 70 Renault Bielovucic Sippe Perreyon Perreyon Parke Busteed Pixton Bell... Bell ... Verrier Prevost Cody X .80 .80 .60 .60 .65 •75 •75 •95 .80 •72 80 5-9 Weight. I lbs. 1166 1160 885J 857 1191 1144 "59 1671 1226 1318 1184 1948 -2 Si a + l lbs. 1921 24 23 25 I •I-f x IV * I Petrol. P* B P* a + V 9 1 E £> 6 s 1 (2 Climb i.ooo ft. H. Speed. 53 if e a 5 o o • * CU : 0- 1> S ' 3 •£ Wind. g • 1 7! Gliding. -2 en -o a I GO Power. 1898 1499 1481 1762 1839 1871 203725 1931 26 1868 2680 o* in O3OO6 73OO6 O2605 7 3J0 4 2 335 5 •5 2I0 8 02I08 - 3IO 42707 •86662 •4320 5 8485 5 153 151 147 Il8 144 214 222 191 78 137 131 gals. 8-o 8-65 5'35 6-3 4'o3 o 9-8 7-0 8-4 9-0 pts. •72 •78 •61 •72 '495 •85 79 78 75 6 gals. 2-4 2-1 17 17 •5 17 1 -83 •73 •42 F gals. 10-4 10-75 7-o5 7-02 4'53 9'7 11-65 773 9'3 9-42 c J h.p 3 36421 2 |333'9 15 250 10 77[235 9 1 105 5 7 20011 191 - H% Havilland 72 5'9 — 170023-51375 4'55 »o6 N.B.—Engine compression :—Gnome, about 45 lbs. per sq. in Weights 61 8' 3 14' 55 26716-5 9-75207 12*1 6-3 333I8-8 21-428823-4 20-6 16-8 23'5 19-5 68-o 55-2 69-1 72-4 % 925-6 6 13 017 047 '325 '3 3 026 626-0 447'6 017-1 549'4 120 124 119' — 60138 45 471 46 65104 no a, 4 > 206 250 200 140 «32 320 d S 31 3i 2$ 30 3.? 3i 44 34 29 29 27 d One £ ' '" 21:6-6 25 5'9 15 5'6 26 S3 16 65 15 6'5 17 16 T lbs. 6 14 6 13 5 14 6 a, a' 29161 32268 267I - 28052 270 — 28464-3 328 - 28438-0 34662*0 43259-2 TV E, h.p- % 58-473'o 65-081-5 43'572'5 44-073-5 44-669-0 60-581 60-075-0 4i758'o 64-079-2 83-269-2 51-073-0 - '365 I5'O2O'87O'04o-075-o— — — — —6-25272 Green, 90 lbs. per sq. in. ; Viale, 64 lbs. per sq. in. Only those machines that have their weights empty recorded have been actually weighed; the others are makers' estimates. I I 70 77 77 78 123 78 64 68 86 no E2 % 99-5 105-5 90-2 go-i 77'o 95*9 96-0 74-8 102-7 Transport. . c B 13 17 28 12 60 r» 53 21 — 0 a 18 27 50 11 54 108 51 30 — < 17 27 12 24 27 27 22 10 23 SUMMARY.—Machines arranged in relative order ; figures for some machines included above arrived too late for this table. HP. Power. Actual 120 J 80 Cody Hanriot I Hanriot 2 Fr. Dep. Bristol 14 Bristol 15 M. Farman...72 Avro ...65 BleriotTan Bleriot Soc, .80 » F. Fuel. Petrol and oil. gals, per hr. ^ Avro Bi. BI6riot Soc. Bleriot Tan. M. Farman Fr. Dep. ... Cody Bristol 14... ;Hanriot I... Hanriot 2 4'53 7-02 7'°5 773 9'3 9-42 97 10-4 •1075 A. Area. sq.ft. M. Farman 666: Cody .,, 485; Avro ...335 Fr. Dep....320 Bleriot Soc. 310: Hanriot] 1 ' Hanriota j 3°° Bleriot Tan.260 Bristol 14 1 Bristol 15 J W. Weight. 210 Cody M. Farman Hanriot I Hanriot 2 Bristol 15 Fr. Dep.... Bristol 14 Avro Bldriot Tan. Bleriot Soc. lbs. 2680 Weight per h.p. lbs./h.p. ... 27-2 26-8 Avro 1931 j M. Farman i92iJBl<$riotTan. \ „ 1898 Bristol 15 JZ5° 18711 Bleriot Soc. 24-7 1868J Bristol 14 ... 24-5 1839 Hanriot 1 ... 24-0 1762; Cody ... 23-8 1499! Hanriot 2 ... 23-7 1481'Fr. Dep. ... 23-4 Loading. lbs./aq. Bristol M.i5 8 Bristol M. 14 8 Hanriot I... 6 Hanriot 2 . Fr. Dep. ... Bleriot Tan. Cody Avro Bleriot Soc. M. Farman V. Speed. max. m.p.h. Hanriot 2 75-4 Haniiot 1 Bristol 15 34 Cody 9 1 Bristol 14 77 Fr. Dep.. 55 BleriotTan. 61-i 3 Avro ... 59-9 Bh$riot Soc. 58*9 M. Farman 55*2 75-2 72-9 724 70-5 69-1 R. Speed range. Increase % Cody Farman Bleriot Soc. Bristol 15 Hanriot 1 Bliiriot Fr. Dep. Hanriot 2 Bristol 14 G. Glide. One in 49 M. Farman 6-8 48 47 "26 7 •3 3 Hanriot 1 6-6 Bristol 14 6-5 Cody ...6-2 Hanriot 2...5-9 BleriotTan. 5-6 Fr. Dep. ...5-4 Bleriot Soc. 5-3 H. Climb. H%. WH + HP. Ignition on and off. ft./min. Hanriot 1 ... 364 Hanriot 2 \ Fr. Dep. / 333 Cody .. 288 Br. Dep. 21 267 BleriotTan. 250 Ble>iot Soc. 235 Br. Dep. 20 210 M. Farman 207 Bristol 14 .. 200 Hanriot I .. Hanriot 2 .. Fr. Dep. .. Bleriot Tan. Cody Bleriot Soc. M. Farman Bristol 14 ., % 26 24 23 18 .19 15 T.V. Speed power. T=W-s-G. Cody Hanriot 2 Fr. Dep. Bristol 14 Hanriot 1 Bleriot Soc. Bleriot Tan. M. Farman h.p. 83'2 65 64 60-5 58-4 44 43'5 41-7 X=W,xW3. Bristol M. 15 222 Bristol M. 14 214 Hanriot 1 ... 153 Hanriot 2 ... 151 Bteriot Tan. 4 147 Avro Bi. Fr. Dep. .. CodyBi. .. Bl&iot Soc. M. Farman 144 138 131 118 78 X is the product of weight per h.p. and weight per sq. ft. ; it forms an empirical rating factor, and is a function of'ike speed that is proper to the design of the machine. By analogy, it is like multiplying the weight per h.p. by the gear ratio, in a motor car. X virtually has the dimensions of V. Thus:—Weight per h.p. has the dimensions m/f>i/t-i = ij/t-^=/V~1; and lift per sq. ft. is known to be a function of V2 .-. kX=V. If (see " Principles of Flight," p. 68) the power expended on supporting the loading of the planes is represented by the energy in the air stratum deflected by the wings in flight, then the function of V2 required to satisfy the above expression for lift is '^rnvK Similarly with the weight per h.p.—the work done being directly proportionate to the mass—/V « ' becomes i/mv. Thus •5mv2/mv= '$s . \ k= -5. Whence V=X-s-2=*. From x, which is numerically the speed at which the machine should fly for its given value of X, an expression for the power (h.p.) required can be obtained by direct calculation from the formula xVf/22$o, on the assumption of a gliding angle of I in 6. The ratio of this h.p. to the HP. actually available gives the anticipated efficiency t; and, according to the performances of modem machines, so can the probability of achieving the desired result be gauged. From Table e, elsewhere, the present limit for monoplanes is in the order of 80 per cent., when the energy expended is reckoned as the gliding resistance multiplied by the maximum flight speed. H > c o a I
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