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Aviation History
1913
1913 - 1159.PDF
Flight, November i, 1913. First Aero Weekly in the World. Founder and Editor: STANLEY SPOONER. A Journal devoted to the Interests, Practice, and Progress of Aerial Locomotion and Transport. OFFICIAL ORGAN OF THE ROYAL AERO CLUB OF THE UNITED KINGDOM. No. 253. (No. 44, Vol. V.)] NOVEMBER I, 1913. r Registered at the G.P.O L as a Newspaper. ] T Weekly, Prioe 8d. L Post Free, Sjd. FMsOhto Editorial Office : 44l ST. MARTIN'S LANE, LONDON, W.C. Telegrams : Truditur, Westrand, London. Telephone : Gerrard 1828. Annual Subscription Rates, Post Free. United Kingdom ... 15J. od. Abroad 10s. oil. CONTENTS Editorial Comment: The War Office Engine Competition Electro Optical Aviation ... ... ... ... ... ... ... Men of Moment in the World of Flight: M. Pierre Verrier The Dyott Monoplane at Hendon Royal Aero Club : Official Notices Pegoud's Feats. By E. C. Gordon England From the British Flying Grounds Armchair Reflections. By The Dreamer The Relationship between Electro Optics and Aviation. By H. Coanda British Notes of the Week Foreign Aviation News ... ... ... ... ... ... ... ... Models. Edited by V. E. Johnson, M.A Model Clubs'Diary and Reports Correspondence PAGE 1185 n86 1187 1189 1192 "93 1194 1199 1200 1203 1204 1505 1209 1210 EDITORIAL COMMENT. Taken all round, it may be said that the w T^f ffi total of twenty-six entries received by the Engine * War Office Ior next year's aero engine Competition, competition is fairly satisfactory. Among the entries we are glad to see the names of most of those British firms whom we may regard as old friends, well-tried in the industry, and whose engines have already scored many notable successes in the air, includ ing such firms as Green, whose success in the Round Britain race is so recent as to scarcely need mentioning; the Wolseley; the E.N.V.; the Isaacson; the A.B.C., for which presumably Armstrong-Whitworth will be responsible, and others. Apart from these, the list includes several of the most notable of British motor manufacturing concerns, though we notice with regret the absence of more than one firm, such as the N.E.C., whom we should have regarded as certain entrants for this really important competition. Of those who have entered there are only three, confining our attention for the moment to purely British firms, who have publicly proved on the track that they are capable of constructing motor car engines which will stand up to full-load stresses for considerable periods of time. These three firms are those of Argyll, Sunbeam, and Vauxhall. These firms have been more than successful in their efforts to construct an engine of extremely high efficiency for use in car practice, as the records of road and track are there to show. Whether they will achieve the same measure of success when it comes to the building of light, powerful motors for use in aircraft remains to be seen. There is not the slightest reason why they should not be equally successful, and indeed we look forward to seeing these three firms uphold worthily the honour of the British constructor. As a matter of actual fact, we know that one of them, the Sunbeam Co., has succeeded already, as witness the performance of the twelve-cylinder aero-motor fitted in the car on which Chassagne attained such wonderful speeds at the last Brooklands meeting, and what Sunbeams can do we have no hesitation in believing others can achieve. Apart from these firms who already hold records for public performance, there are others in the list of whom there are the highest hopes. In this connection the prospects of the new Vickers radial engine should be a factor of the very greatest importance, for this and certain other firms which figure in the list, are certainly capable of turning out a motor equal in all-round efficiency and reliability to the best known of the foreign importations. Then, to come to engines which, though made in this country, may be said to have their origin abroad, there are among the entries such well-tried designs as the Austro-Daimler to be manufactured by Messrs. Beardmore in this country, the Gnome, and the Anzani, which may all be looked to to give a good account of themselves. In addition, there aie several more whose names are still comparatively unknown, and who must be looked upon as the " dark horses " of the competition. Taken as a whole, therefore, the competition, which has been postponed incidentally from its first announced date in February to the end of April, promises to be productive of more than ordinary interest. A question which has been asked in connection with this competition and its comparatively lengthy list of entries is that of why, seeing that previous competitions have attracted at most a meagre half-dozen entries, should there be so many for the one which the War Office is organising now ? The answer is simple. At last the War Office has set seriously to work to make it comparatively worth while for motor manufacturers to- put themselves about in order to enter. No money prize that the War Office is likely to offer would tempt B 2
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