FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1913
1913 - 0042.PDF
undergo the first half of the tests for his certificate which he accom plished in fine style. On Friday, wind and rain completely prevented flying all day. Very little improvement in the weather on Saturday, and yet another day had to be spent upon the machines in the hangars. Royal FlyiaR Corps.—On Wednesday week Air Mechanic McCudden was out testing Maurice Farman biplane 214 and after wards Lieut. Wadham took over the machine and put up a fine flight. This officer, Lieut. Wadham, was first out on Thursday morning testing the weather on the Maurice Farman 214. Lieut. Carmicbael afterwards went for a trial flight, but owing to a ground fog on landing he ran into the fence of the Bristol hangars with disastrous results to the propeller. Fortunately the pilot escaped unhurt. In afternoon Air Mechanic McCudden put up an excellent flight, flying for one hour at a height of 4,000 ft. Lieut. Wadham then did some scouting round the Plains. Major Brooke-Popham was out on BE 203 biplane, which has been overhauled. He made five flights, including one of 30 mins., in which after a height of 5,000 ft. was reached his engine went wrong. A graceful descent was made, and on landing it was found that a tappet-rod had broken. During Friday, Saturday, and Sunday work confined to workshops owing to bad weather. As soon as fog lifted on Monday morning the conditions were ideal for outdoor work, and Lieut. Wadham started on Maurice Farman 216, going up to a height of 4,300 ft., being in the air 30 mins. Subsequently he went up with Pte. Barlow as passenger for a 15 mins.' flight. Lieut. Carmichael also made two flights, and then Major Moss took over machine, and did some scouting practice with Sergt. Goodchild. Effective machines are now pretty scarce, there being at present only one for use by officers and men. South Farnborough. Royal Flying Corps.—The great nations of the world have quickly recognised the practicability of aircraft for military pur poses, and are rapidly organising fully equipped air fleets and training men for the exciting and risky work of handling aircraft in all weathers and over any sort of country. These are the men who will be of the greatest possible value to an army when the " dogs of war " are loosed. It is to be hoped that the personnel of the Royal Flying Corps will be rapidly brought up to its full strength this new year. It has been proved on more than one occasion that a trained observer on a fast aeroplane can collect accurate informa tion of an enemy's movements during a few hours flight that would in the ordinary course of events take trained cavalry scouts several days to obtain. One of the features of the coming year is likely to be the designing and building of destructive aircraft for the purpose of attacking and putting out of action an enemy's aircraft and affording protection to its own air scouts. The new year opened with some fine flights by the officers of the Royal Flying Corps. Tuesday, December 31st, was a very rough morning indeed, with a strong south-westerly wind blowing in heavy gusts. Major Raleigh, the commander of No. 4 Squadron, made a splendid flight on Breguet 210, despite the high wind. Wednesday the wind was in the south-east, and the day was very cloudy. Flying, however, commenced in the morning, and a good number of flights were made. Capt. Brabazsn was over Ewshott on the Maurice Farman 215, but was only away about 10 mins. Capt. Pigott then went for two short flights. Lieut. Herbert then taking the machine over, and steering over Farnham with Lieut. Gould, he being out about 20 mins. Lieut. Herbert also took out Capt. Brabazon on the same machine for a short flight. Capt. Becke, who is acting Squadron Commander to No. 2 Squadron during Major Burke's absence, went out over Ewshott and district for about 23 mins. Air Mechanic Skinner was in the passenger seat. Major Raleigh, No. 4 Squadron, was on the Breguet 210, accompanied by Capt. Beor. BE 206 was out twice, piloted by Lieut. James. Lieut, de la Forte was also on the tame machine for a short spin. Thursday opened misty and calm. Lieut. Herbert, on 215 Maurice Farman, went out for a quarter of an hour accompanied by Lieut. Gould, afterwards going out again alone. Capt. Becke made a short flight on Maurice Farman 266, and afterwards took up Air Mechanic Braith- waite for about 10 mins. at an average altitude of 1,000 ft. Lieut. James made a splendid flight on BE 206, reaching an altitude of 5,000 ft. Lieut, de la Forte afterwards doing three short flights on the same machine. Lieut. Herbert then went in the Maurice Farman 215 taking up Air Mechanic Ling. They were out about twenty minutes at an average altitude of 1,200 ft. Capt. Pigot then took the same machine for about quarter of an hour, flying at about the same height. Friday opened rather stormy. A south-westerly wind was blowing, accompanied by rain. Lieut. James and Lieut. de la Forte were out about twelve minutes each. On Saturday there was no flying. Monday, January 6th, there was a moderate S.S.E. wind, and the day was cloudy, with rain at intervals. Capt. Brabazon was on the Maurice Farman for about JANUARY II, 1913. 20 mins., at an average altitude of 1,000 ft., Capt. Pigot took the same machine out twice, once for about quarter of an hour, and again for just over half an hour. During the latter flight he was flying at an average height of 1,000 ft. Lieut. Herbert on Maurice Farman 215, with Lieut. Gould accom panying him, was out about 20 rains, and did a fine spiral vol plant! from a height of about 1,800 ft. Lieut. Gould then made two short solos. Capt. Becke with Air Mechanic Baughan went out on the Maurice Farman, 266, and were lost to sight over Laffan's Plain, in a sharp rain-storm. They were flying at a height of about 1,400 ft. Capt. Becke, accompanied by Major Raleigh, then went on the same machine, although it was still raining, and were out for about 10 mins. Major Raleigh was also out twice during the morning on Breguet 213, afterwards going upon BE 206, for 20 mins., finishing with a splendid spiral vol plane" from a height of about 2,000 ft. Lieut. Lawrence was also out twice, each flight totalling about 18 mins. Tuesday was rather rough as there was a gusty 30-mile wind blowing which made things very bumpy. Lieut. Herbert went on Maurice Farman 215 for about a quarter of an hour and Lieut. Lawrence and Capt. Beor were on BE 206 for about 10 mins. Some fine flying was witnessed Thursday, January 2nd, when Raynham manoeuvred over Farnborough Common on the Flanders monoplane. He also made some fine flights on the BE type machine 204 and BE 2. Verrier was also out over Farnborough Common putting a Maurice Farman through its tests. He brought the machine over from Hendon. Airship Squadron.—The Gamma made several trips under the command of Major Maitland last Thursday, and presented a pleasing sight as she gracefully manoeuvred over the common. On Monday while she was out it came on to rain sharply, and after manoeuvring for some time was taken back to her quarters in the big balloon shed. 9 ® ® ® FLYING AT HENDON. IF there was not much flying done up at Hendon last Saturday an incident occurred which provided plenty of excitement—and, at the time, a little anxiety. Before dealing with this matter, however, let us give a brief account of the flying that took place during the afternoon. Early in the day the wind was very strong, and it hardly looked as if there would be any flying. At twelve minutes past three, however, Pierre Verrier brought out the 75-h.p. Maurice Farman biplane and taking with him a passenger, after a pre liminary run across the ground in order to get a start against the wind, soon rose to a great height. One could judge the force of the wind by observing the behaviour of the biplane, which at times appeared to stand quite still and then bound forward. Verrier remained up for quite a long time and attained a height of about 1,200 ft. Louis Noel also made a flight on the 80-h.p. Henry Farman biplane lasting 6 minutes, and at a height of 300 or 400 ft. Marcel Desoutter then started on his eventful journey after having his 50-h.p. Gnome-Bleriot taxied across the ground so as to face the wind. After flying about the aerodrome for a few minutes at a height of 500 ft. or thereabouts he commenced to climb, and it was not long before he disappeared from view among the clouds, about 1500 ft. up and heading for Finchley. In the meanwhile Verrier was out again with a passenger on another Maurice Farman biplane. It was now almost 4 o'clock and beginning to get dark, but there was still no sign of Desoutter. As it was apparent that he must have lost his bearings, some rockets were sent up for the purpose of indicating the location of the aerodrome. A little later on a bonfire was lit as well. Still he did not return, so telephone messages were sent out to all the likeiy places rounfi about. The only news thereby obtained was that he was seen at Mill H ill where he attempted to turn, but was apparently unable to do so ; a further message came to the effect that he had been seen flying over Potters Bar a little after four o'clock and was going well in the direction of Cheshunt. All efforts to find any further trace of him were futile, and by seven o'clock everyone was in a pretty anxious state of mind, it being feared that he had made a rough and unobserved landing in some uninhabited district. Just before 7.30 p.m., to everyone's relief, the by then " lost- for-sure " aviator walked into the aerodrome as if he had only just been across the way to have a cup of tea ! It appears that in order to avoid the nasty wind low down he rose to a height of between 3,000 and 4,000 ft. and got blown out of his course, completely losing sight of the aerodrome. Observing what he took to be the Welsh Harp water he descended, only to find he was at Cuffley, which is between Potters Bar and Cheshunt, just above Enfield. He attempted to make a fresh start, but was unable to do so as some labourers whom he asked to start his engine refused to, so he had to secure the monoplane for the night and return home by train, none the worse for his adventure. 42
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
