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Aviation History
1912
1912 - 1093.PDF
NOVEMBER 23, 1912. Edited by V. E. Aero Exhibition, Olympia. Model Section. WE propose in this and the following four articles to deal with the five classes into which the model section will be divided at the forth coming exhibition at Olympia next February, with a view to being of some slight assistance to those readers of FLIGHT who are thinking of exhibiting. There are certain general conditions to be noted and carefully thought over. For instance, in all classes (save 5), it is proposed to assign marks for design and construction ; for duration of flight, for stability—in equal quantities—also there is a minimum qualifying duration of flight. It is not compulsory on any exhibitor to be a competitor, but the idea undoubtedly is that they should be such, unless, of course, there are some good reasons to the contrary. Every endeavour will be made on the part of the organisers to get together a thoroughly good and representative collection of scientifically designed models, and we take this opportunity of asking our model readers to do anything and every thing that they can to assist in carrying out the scheme. Many foreigners will undoubtedly visit the Show, in all probability far more than have visited the previous ones, and it will (apart irom any other considerations) be an excellent opportunity (far too good to be missed) to show the expert of other nations what the -British model is like, and a little later, on the flying ground, what it can do. With these few remarks we pass on to consider Class I. Power-Driven Models (excluding Rubber and Spring Motors). The term " power "-driven models is not quite an appropriate one, since all models are driven by power. The term " engine "- driven models has been suggested, and is in some respects certainly better, although objections can be urged against this term as against any other. Probably all readers of FLIGHT understand what is meant by the term " power "-driven models; lest there should be any mistake the words excluding rubber and spring motor have been added. The motive power may then be any other than rubber or spring— the reader should carefully note this fact—which does not limit the motor to being a steam, petrol, or CO., one, as was the case in the " Grahame-White " power-driven competition at Hendon on July 25th last. The prizes have been increased to ^12 and ^5, either of them well worth winning. A certificate of the perform ance naturally accompanies all the prizes. As a matter of course this class claims the best prizes, it being both the most difficult for success, and the most expensive to experiment in. The qualifying duration is half a minute ; not too long, buc quite long enough for JOHNSON, M.A. the machine to be judged for its stability, and of sufficient duration to necessitate a power plant worth possessing. A 30-sec. flight may easily mean the best part of a minute's run by the poww plant. A plant which " goes off" with a burst, rushes the machine up into the air at an nngle of about 60", and then more or less rapidly falls off, is scarcely worth any consideration. The reader should also note that no limitation^ are placed on the size of the model 01 motor in this class. There is, however, a limitation in this way. During the flying test, the competitor takes the risks for any damage done either by or to the model, and the larger the model the greater the possible, not to say probable, damage in either case. It is not essential that the competing model should have been built either in whole or part by the competitor, i.e., the model or the plant, or both, may be bought. In this respect 1 much regret that 1 do not know of any really reliable and efficient plant thai is at present on the market. The personal experience which I have had with COj plants is not such as to lead me to feel I can really recommend them. They are very expensive to run, and there appears—at present, at any rate—considerable difficulty in getting the cylinders charged properly. Although, as 1 stated in a previous issue, there was, properly speaking, no model section at the Paris Aero Show, several firms of model makers were represented. Nearly all had for sale a compressed-air motor, of which I give an illustration. The long tube-like reservoir is intended to serve as the fuselage as well, to which the wings, chassis, &c, can be attached ; connected with the reservoir is the motor (non-rotary) and the propeller (geared). Several firms showed a similar motor, but without any gear, some a Two New Zealand aero modellist workers, both members of the Canterbury (N.Z.) Aero Club.-On the left IUU C Rr,lt holder of the N.Z. duration record, 48 sees. (350 turns on rubber). Mr. Bolt is also famous for his cSina SEwfi^B be long remembered in N.Z. On the right Mr- F. O'Connell, holder of the N.Z. A 11 record. 1.140 ft. This model has been in use for over nine months, hascovered over 100 miles, and won STito^etoMCe, and duration events promoted by the Canterbury Club. The maximum number of turns lue M given to the rubber was 400. 1093
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