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Aviation History
1912
1912 - 1181.PDF
DECEMBER 14, 1912. successfully passed the tests for his certificate, under the observance of Major Higgins and Capt. Connor, Pizey made the test in the afternoon, Harrison afterwards giving tuition to Lieut. Bigsworth, and Lieut. Rees by England. England made a test later for pupil's solos but found conditions too unfavourable. No flying on Wednesday, weather too bad. Still no improve ment in the afternoon and all work was again confined to the hangars. On Thursday, Pizey made a test in the morning, but found weather very bad. England was also out on one of the tandems and Busteed on an 80-h.p., but school work was not attempted owing to the bad state of the weather conditions. No flying possible in the afternoon. Very high winds, with occasional rain, completely foiled attempts at flying on Friday morning. Slight improvement in the afternoon, and England took out Lieut. Vernon. Pizey giving tuition to Lieut. Bigsworth, and then Lieut. Vernon. Jullerot took Lieut. Rees. Whilst Harrison was out with Lieut. Bigsworth, Busteed made a test on one of the 80-h.p. Bristols, also on the modified Bristol monoplane, fitted with an Anzani engine. Royal Flyia? School.—Tuesday morning of last week being fair for out-door work, the officers made good use of it. Capt. Fox was first up on biplane 203 doing some scouting around the Plains. His first trip was of 15 mins., during which he went to a height of 3,000 ft. Afterwards during a flight of 13 mins. he was at a height of 4,400 ft. In the afternoon Major Higgins was out on biplane 203, making a splendid high flight which la-ted 50 minutes. Capt. Fox then took over the biplane and with Lieut. Liwrence as passenger was flying for 20 mins. at a height of 3,ICO ft, around the Downs. Capt. Dawes was out on Maurice Karman biplane 216, and after wards took up Pte Smith. On Wednesday Capt. Fox was up on factory biplane 203 for 20 mins.' scouting practice, and a second trip lasted 26 mins. Major Higgins then took charge of the machine, and put up a fine flight of 28 mins. around the Downs. Capt. Fox, on Thursday, on biplane 203, took up Sergt. Bruce as passenger for 15 mins., at a height of 1,200 ft., and went up again with Air Mechanic Pte. May for 1 hr. 4 mins., during which the greatest height attained was 6,000 ft. Major Higgins, on biplane 203, took up Pte. Baker for a flight of 52 minutes at a height of 5,000 ft. Lieut. Ashton then took over the machine and made a 6 mins. flight. On Friday Major Higgins was out for 12 mins. on 203 biplane, and Lieut. Ashton then took over machine and was in the air for 25 mins. with Pte. Littlejohn as passenger. He subsequently made a 12 mins. flight. No further outdoor work was possible owing to the weather. Upavon (Central Flying School). THE year 1912 is so far advanced that one is already looking forward to 1913, with its uaknown possibilities as regards the ® ® ROYAL PLYING CORPS. THE following appointment was announced in the London Gazette of the 7th inst. :— Royal Flying Corps. Military Win?.—Capt. John H. W. Becke, the Sherwood Foresters (Nottinghamshire and Derbyshire Regiment), to be a Flight Commander, and to be seconded. Dated October 28th, 1912. The following appointments were announced by the Admiralty on the 7th inst. :— Royal Flying Corps. Naval Wing.—Capt. C. E. Risk (R.M.L.I.), to the "Actaeon," for Naval Wing of Royal Flying Corps. Dated December 6th, 1912. Lieuts. G. V. Wildman-Lushington (R.M.A.) and I. T.Courtney (R. M.L.I.), to the "Actaeon," for Naval Wing of Royal Flying Corps. Dated December 6th, 1912. The following were announced by the Admiralty on the 9th inst. :— Royal Fiyiog Corps. Naval Wing.—Lieut. R. Fitzmaunce, to the "Actaeon," additional, as Squadron Commander Royal Flying Corps, for W.T. duties. Dated December 4th, 1912. Paymaster E. R. Berne, to the " Actaeon," additional, as Flying Officer. Dated November 23rd, 1912. ® ® ® ® Plymouth to Farnborough by Aeroplane. ON Friday of last week, Capt. Becke and Lieut. Herbert were able to fly back from Plymouth to Farnborough on their Army biplane. They kept mainly at a height of 2,000 metres, and with two descents en route completed their journey in 2 hours 40 mms. Il8 advance and development of aviation. The lessons learnt during the past summer in connection with the military side of aeronautics are sure to have great effect or. the ultimate development and organisation of the Royal Flying Corps. Various types of machines have been put through thorough tests in relation to their suitability and efficiency from a military point of view. All kinds of constructional and repair work have been carried out successfully under conditions which were far from satisfactory, and the experience and knowledge gained under such conditions go a long way towards producing efficient mechanics capable of tackling almost any job connected with the maintenance and upkeep of aetoplams. The \.uims machines at the Central Flying Scho >1 have been subjected to some very hard work under trying weathci conditions, especially during the last few weeks of typical autumn weather. During the past week the weather was very rough, and flying took place on Tuesday only. Monday, December 2nd, was a failure from a flying standpoint. Very strong westerly winds prevailed all day, with bright sun. The atmospheric conditions did not deter an attempt to reach Farn- borough on the Breguet an, which was successfully accomplished by Lieut, l'layfair. Tuesday, last week, opened misty, with sharp frost. There was bright sunshine up to about ten in the morning, then it came on very dull, with a moderate southerly breeze. Major Trenchard was out for half-an-hour on the Maurice l'atnun 415, and Lieut. Freeman, R.N., was away for the greater part of an hour on the Maurice Farnian 411, after which Lieut. Courtney made a trip lasting about 20 mins. Major Gerrard took Leading Seaman Prickett out for two flights of 15 and 12 mins. each, afterwards going for three short turns alone. The same officer then took up Leading Seaman Brady for 5 mins. Lieut. Smith Harry then taking the sime machine over for 20 mins.' flight. Lieut. Smith Barry, by the way, made a very fine ascent during the previous week on ihe Short Tractor 413, and climbed up to a height of 7,000 ft., finishing up with a very fine spiral descent. The small Henry Farman 412 was taken out by Lieut. Shepherd, R.N., who made two trips of 14 and 8 mins. each. Lieut. Lushington then took the machine over for a trip of about 12 mins. duration, Lieut. Waldron afterwards making a short trip of 8 mins. During the day this machine had a bad landing, with the result that the planes wen- smashed. The Short Tractor 413 was out several times during the day, Major Gerrard taking it up for about 20 mins , followed by Lieut. Smith Bury, who executed some very neat spirals. Capt. Risk then took the machine over, and after miking two flights of about 15 mins. each, took up Pte. Ellison a, passenger for about 12 mins. Lieut. Hubbard then went with Stoker Edward; on the same machine. Unfortunately, the machine came down at a very steep angle of descent, and was badly smashed up. Wednesday, and the remainder of the week, was anything but favourable for flying, strong southerly winds and heavy rain putting it out of the question entirely. ® ® French an! German Airships for British Navy. CONFIRMING rumours which have been abroad for some time, Mr. Winston Churchill on Tuesday night in the House of Commons stated that the British Admiralty had on order with the Astra Company at Paris an airship of the type designed by the Spanish engineer Torres Quevedo as well as one from the Parseval firm. Details are lacking as to the former which, however, should be ready shortly, but it is said that the envelope of the Parseval airship is 300 ft. long with a capacity of about 350,000 cubic feet and driven by two motors of 2oo-h.p. each. It is also said that she will carry a crew of twenty, and sufficient supplies for a voyage of 24 hours. Out of Control in Mid-air. We are anxious to obtain further information relating to the actual experiences of those pilots who have been so unfortunate as temporarily to lose control in mid-air, and the Editor would esteem it a favour if they would communicate with him on the subject. Particulars thus obtained will not be published without permission, but we are very anxious to collect as much reliab'e data as possible at first hand, and anyone who can contribute a personal experience of an abnormal character in mid-air will serve a really useful purpose. More particularly we desire information relating to cases similar to Parke s dive, in which machines have not immediately responded to the controls, but other peculiar circumstances not apparently related to the vol piquk may nevertheless throw light upon the subject. Letters should be addressed to the Editor and marked " private " on the paper as well as on the envelope. I
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