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Aviation History
1913
1913 - 1023.PDF
SEPTEMBER 20, 1913. be given a swing downward by a strong forward jerk of the elevator. The elevator must not be kept in this position, however, more than momentarily, but brought back to a little in front of its normal position, as the curvature of the path is decreasing, and will tend to keep the angle of incidence less than that due to the position of the elevator. The elevator is then pulled back strongly to give the increase in the angle of incidence by an upward swing. This upward swing once established the elevator may be released considerably, as the increase in the angle of incidence is quite gradual after the first. Not being a practical pilot, I have written these remarks with considerable hesitation, especially as to advising a strong for ward jerk of the elevator at the beginning. In regard to this last point, however, it must be remembered that the aeroplane is flying at little more than half its proper speed, so that the force of the elevator is reduced to little over a quarter of the normal, and a much stronger movement is needed than when the aeroplane has its normal velocity. The force is only needed to start the downward swing, and so need only be applied for a second or less. The calculations I have made also indicate that if the amount of velocity to be regained is greater, the preliminary portion of the dive with a = - 2° 30' should be increased, and the increase of a when it takes place should be more gradual. If less gain of velocity is required, the preliminary portion is curtailed, and the increase of a more rapid, at any rate at first. I have not troubled to calculate the wing forces throughout the whole course. They attain their maximum at the end, when the lift force amounts to about 3,268 lbs., and the resistance wing force to about 342 lbs. It may now be interesting to try and compare the relative advan tages of the three dives a little more accurately. In the first, an I/PGHTI increase of velocity from 50 to 958 took 184 ft. vertical fall. In the second, from 50 to 91*1 took 150 ft. In the third, 50 to 86 took 125 ft. It would have been more satisfactory if the increase had been the same in each case, but as each calculation is a prolonged task it must suffice to make an approximate comparison. The gain of energy in the three cases is 95"82 - 503 = 6,677 '< 9'*''" — 5°S = 5,799; and 86-62 — 50* = 4,999. If in any one method of diving the gain of energy were proportional to the vertical fall, then the vertical fall needed to produce a velocity of 91-i would in the first case have been 159 ft., and in the third 145 ft., compared with the 150 ft. actually taken in the second case. But this is hardly a fair comparison, for if the aeroplane had been gliding down at its best gliding angle and velocity it would have gained no velocity and yet have suffered a fall, and so it seems fairer to assume the gain of energy proportional to the excess of fall over the fall that would have occurred at the b:st gliding angle (stated to be I in 8J for BE 2). On this basis the three results would come to 164, 150, and 140 ft. respectively. Probably the truth lies between these two sets of figures, but in any case the advantage of the third method is proved—a short dive as steep as possible followed by a gradual flattening out in which the angle of incidence is continually increased. Also these results give a fair estimate of the least height at which it is safe to fly. In a strong wind even with a perfect pilot anything under 200 ft. is getting near the margin of safety, as if a prolonged gust should coincide with the failure of the engine a dive must be made that will take somewhere in the neighbourhood of 150 ft. vertical fall. In a light wind less will suffice, unless some error in management causes a considerable loss of velocity. ( To fie continued.) &e m * & Paris to Berlin Without a Stop. A MAGNIFICENT voyage was made on Saturday last by M. Augustin Seguin on an 80 h.p. Gnome-engined Henry Farman biplane, when he put up a non-stop flight from Paris to Berlin in under 11 hours. This is the first time that this journey has been accomplished without a break. The flight was in connection with the competition for the Coupe Pommery, M. Seguin getting away from Buc on his Gnome-Farman (Chauviere propeller) at 5 hrs. 26 mins. 30 sees, by the clock. He carried with him 300 litres of fuel, but this did not hinder him from rising rapidly, his course being directly eastwards. Without incident, he landed at Johannisthalat 4'2i p.m., having, therefore, covered the 950 kiloms. in 10 hrs. 51J mins. His intention was to have continued on further in connection with the Pommery Cup, but a strong contrary wind having sprung up during the latter part of the voyage, he abandoned this intention, as it was hopeless for him to attempt under the circumstances to beat the record of Guillaux. Relchelt Flies from Berlin to Paris. ANOTHER aviator last week completed a flight from Berlin to Paris with a passenger, three days being taken for the journey. Starting on Sunday morning from Johannisthal, Reichelt with his mechanician Hanel as passenger, made a first stop at Wanne for replenishment at 6.30 a.m. His landing was ill-judged, with the result that his chassis was damaged, preventing the possibility of a restart until Monday. On that nay at 2.30 Reichelt was away again, descending in the evening outside Creteil, restarting the next morning for Villacoublay. Reichelt found considerable difficulty in keeping to the route, and first descended at Chateaudun and a little time after at Chartres to find out his whereabouts, another landing being made at the St. Cyr Military Aerodrome, which was again left at 10.30, Villacoublay being finally reached without further incident. Fournv's Daily Flights Terminate. WITHOUT a break from day to day, Fourny maintained his extraordinary series of flights in connection with the Coupe Michelin on the Etampes-Gidy course, until Monday night of this week, when he had covered 15,686 kiloms. Fourny had the intention of finishing at 20,000 kiloms., but this was not to be. On Sunday last the weather was extremely trying, but, in spite of violent rains and wind, Fourny continued on and seemed none the worse for the bad experience of the day, whilst his machine was running, if anything, better than ever. On Tuesday, after 23 days' flying, Fourny had at last to con fess himself beaten by the all conquering wind, which was blowing hard from the start in the morning, regaining double vigour after the first hour or two. He managed, however, to complete four tours of the circuit even under these circumstances, but retired in the fifth, after having struggled valiantly to add to his total. The exact dis tance covered by him was i6,o90"8oo kiloms., but only I5,990'8 kiloms. will count for the Cup as the fifth circuit was not actually completed. All honour to Fourny, the Maurice Farman, Renault engine and Chauviere propeller for the magnificent series of flights over 23 con secutive days. Copenhagen to Gothenburg by Aeroplane. ON Sunday last, Chevillard on his F'arman, accompanied by Capt. Bundstedt as passenger, made a splendid flight from Copen hagen to Gothenburg in Sweden. Starting from Copenhagen at 9.40 a.m. he passed over the Sound at a great height, and reached Gothenburg at 12 noon, covering the 260 kiloms. in 2 hrs. 20 mins. Guillaux Flies at 210 k.p.h. MAURICE GUILLAUX, during last week-end, flew to his native place, Savigny-sur-Braye, from Issy on his military 80 h.p. Gnome- Clement-Bayard monoplane, accompanied by M. Max Bruyere, where he gave some flights for the edification of his fellow citizens, and was by them entertained. He restarted for Paris on Tuesday last, and with a veritable hurricane blowing at his back covered the 190 kiloms. from Savigny to Paris in 50 minutes, giving the remarkable speed of 210 k.p.h. Starting at 4.15, a bee line was made for Paris, and almost immediately they sighted the Bordeaux- Paris express making for the same direction, but at the speed Guillaux was travelling this was left behind, almost standing still. Chartres was passed on the left at enormous speed, and when over the Rambouillet Forest, the air was so exquisitely clear that the Eiffel Tower was easily distinguished and Paris was laid out like a great map before the aviators' eyes. Within 50 minutes they were well over Paris, and with a fine vol planS came to rest once more at Issy. A French General Flies to the Manoeuvres. By way of testing the practical usefulness of the army aero planes, General Drude, Commandant of the Oran Division in the French manoeuvres decided to fly to his headquarters at Orleans- ville by way of the air, piloted by Sapper Servies. A start was made from the Senia Aerodrome, Oran, at 5.40 a.m., a descent being made at 6.35 at Relizane, 130 kiloms. away, for fuel. After a stop of a few minutes only, Charon was steered for, and reached without incident at 8.50, the total distance covered being 250 kiloms. General Drude was greatly impressed by his experience. Friedrich Over Paris. BEFORE leaving for London, Herr Friedrich made a prolonged flight over Paris on Thursday evening last week. Starting about 5.30 p.m. for Issy, he maintained a height of about 600 metres steer ing round the Eiffel Tower, finally returning to Issy with fine spiral vol plaiti. During Friedrich's trip, Guillaux, having arrived at the aero drome, followed in the track of the German pilot, on his Clerget- engined Clement-Bayard, also circling over Paris for some time, carrying with him as passenger his brother-in-law. IO49
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