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Aviation History
1913
1913 - 1364.PDF
I/TJCHT] about this are, first of all, the start, which shows the elevator down to raise the tail, and at the same time pronounced rudder action. Although the rudder is being used to the right on account of a side wind on the left, this was for the purpose of balance rather than the maintenance of direction. Notice that the elevator is neutral, which shows that the normal position of the machine when allowed to have its head is a very gentle climbing attitude. At the point A a left- hand turn is started ; the elevator is the first to move, which raises the tail; then the rudder is quickly pressed over to the left. The warp follows, first promoting a bank. This was an error, as the intention was to turn on an even keel. It is soon set right, however, and is brought over to the other side. In completing the turn, the warp overshoots ' the mark before returning to its central position. This is bad handling, although frequently done, as it causes unnecessary lateral oscil lations. Another feature to notice is the position of the elevator, especially at point B, where the engine is cut off. Here the machine is nose down, but the elevator returns to a neutral position, in fact the same position as when climbing. This brings us to an interesting feature, more clearly shown in Fig. 2. The diagram shown here is of flying level, then descending with the motor running, followed by a vol plane. It is a straight flight, with no turns. At the point A we can see the effect of a sudden gust under the left wing. Warp and rudder are used in conjunction, and the recovery is rapid. At B the machine is forced down wards with the engine running, and in such an attitude the elevator is in a strained position. But see what happens on cutting off the motor. The elevator now returns to a neutral position. At B, E, and F we see the effort made to flatten out from a vol plane. This is not accomplished by a violent movement of the elevator, but by three gentle movements one after another. At the same time the left FOREIGM AVEATHON NEWS. Swiss Cross-Country Record. BY flying from Avenches to Dubendorf and back, a round distance of about 400 kiloms., Borrer, on the 8th inst., won the prize of 3,000 francs offered, by the Swiss Aero Club for a cross country flight. He used a Ponnier monoplane fitted with two 80 h.p. Gnome motors coupled together, and during the trip he carried a passenger. The outward trip was made by Lyss-Soleune- Olten-Aarau-Lenzburg, while the return was by way of Zurich- Hasenberg-Berchoud-Kirchberg and Lorat. Later in the day Borrer returned wiih his passenger to his headquarters at Soleune. A Ladies' Height Record. COMPETING for a prize offered by Senator Reymond, Mdlle. Carmen Damedoz on a 50 h.p. Gnome-Saulnicr monoplane fitted with a 50 h.p. Gnome motor went up to a height of 1,050 metres, which it is claimed is a world's record for ladies. The flight lasted 3S mins. and was made last week at the Vidamee aerodrome. Pegoud Loops the Loop with a Passenger. FOLLOWING up his looping the loop work, Pegoud last week succeeded in carrying out this evolution accompanied by a passenger on his Bleriot monoplane. At Buc, on Thursday of last week, on a Bleriot-Gnome of the military type, with M. Andre Guymon, he looped ihe loop four times in succession. Afterwards he took up a photogiapher named Mathieu and again looped the loop four times. Previously Pegoud had been up on a 50 h.p. single-seater Gnome- Bleriot, and in the course of his flight looped the loop fourteen times, including nine successive loops. On Sunday afternoon Pegoud was at Juvisy, and, although he did not start flying until somewhat late in the afternoon, he did some extraordinary work. First going up on a 50 h.p. Gnome- Bleriot single-seater to a height of 800 metres. After executing several loops he turned the machine over and made a very fine spiral descent with wheels in the air, the machine flying upside down DECEMBER 20, 1913. rudder is brought into play, but being near the ground it is essential to keep absolutely level, hence the warp is also used to counteract any banking tendency. Fig. 2 is particularly interesting in that it shows how far the aeroplane fulfils what was originally intended of it. It was supposedly built for climbing quickly and easily, and I think that this curve demonstrates that its natural ten dency is to climb so long as the engine is running, but if the latter stops the aeroplane at once assumes a gliding angle. So long as the motor is working, the slip-stream from the propeller keeps the tail level, but let this cease, and the tail at once rises into a gliding position. The advantages of carrying a negative pressure on the tail planes of such a machine are, I think, apparent. If it was designed for speed alone it would prove very ineffi cient, since the tail planes would be under continual strain, which would act as a drag against forward motion. Normal level flight can be secured by turning the motor over at about 900 revs. As a contrast to Figs. 1 and 2 I give Fig. 3, which was taken on a moderately gusty day at Hendon, when describing a figure S close to the ground. It gives one a fair idea of the amount of work that a pilot may be called upon to do within a space of two minutes. The air was decidedly lumpy with up-lrends in every direction, averaging approximately one in four seconds. Pronounced gusts can be seen at A, B, C, and E. D shows the effect of passing through the back wash from another machine. Note that on the left turn the warp is used to help the bank, whereas on the right it was used against it. The right turn, however, was of larger radius. It is a pity that time and money are not forthcoming to obtain the graphic records of different machines under similar conditions, as I feel sure that some valuable data could be obtained. Nevertheless, the result of these somewhat crude experiments may prove of interest and be an incentive to others to follow along similar lines. ® ® for 2 mins. 5 sees. In a subsequent flight, after making fifteen loops he made a tail slide and regained his original height, following this up by a spiral dive downwards, and then made a loop with the wheels inside the circle. These manoeuvres were carr ed out during a flight which lasted just on an hour. Subsequently when it was almost dark Pegoud again went up with Andre Guymon and looped the loop three times. Prodigious I Mdlle. Marvingt has a Fall. WHILE practising in the Champagne district with a view to making a flight for the Coupe Femina, Mdlle. Marvingt was obliged to land in a ploughed field near Painchault. The chas-is of her monoplane was damaged, causing the machine to turn over and get broken up, but fortunately Mdlle. Marvingt escaped without serious injury. Death of M. Leon Bollee, BY the death of M. Leon Bollee,which was announced from Paris on Tuesday, France has not only lost one of the earliest pioneer motor car manufacl urets, but one who did much to give a real send- off to the aviation movement. It will be lemembered that it was M. Bollee who was responsible for the introduction of Wilbur Wright to France in 1909. Fatal Accident to Letort. WHILE making an attempt for the Ae.C.F. Criterium, which it was planned should be a non-stop flight from Paris to Bordeaux and back, Letort met with a fatal accident on Wednesday of lait week near Barbezieux, nor far from Bordeaux. It appears that in landing, Letort's machine—a biplane—had one of its wheels damaged, and this led to ihe machine being overturned when the motor fell upon ihe pilot, who had been thrown out, and crushed him. The unfortunate man was rushed to the hospital, but died soon after arrival there. It will be recalled that in connection wiih the Pommery Cup he made two non-stop flights between Paris and Berlin, one with a lady passenger.
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