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Aviation History
1914
1914 - 0095.PDF
1 JANUARY 24, 1914. lAEm LAST Saturday saw the third winter meeting carried out at Hendc. with the usual success that has characterised these meetings in the past. The weather was ideal for flying, there being little or no wind, and in spite of the cold, damp state of the atmosphere a good number of visitors turned up. The proceedings were opened shortly after 2.30 p.m. with exhibition flights by W. Birchenough and Marcus D. Manton on 50 h.p. G.-W. 'buses, W. L. Brock on the 80 h.p. Bleriot—now quite itself again after its mishap with Father Christmas a little while back—and Louis Noel on the 70 h.p. Maurice Farman. R. H. Carr also came out on the resurrected 5oh.p. G.-W. 'bus (No. 109), which disagreed with M. Osipenko in the not far-distant past. Brock made a high flight of some 3,000 or 4,000 ft., disappearing at times above the clouds, and Noel, who had a lady passenger, made one of his pretty glides with the engine stopped. Philippe Marty then came out on the 80 h.p. Morane- Saulnier with a pas enger, Manton following immediately after bn the twin rudder 'bus with a passenger. F. Goodden ascended next on the 45 h.p. Caudron (freshly doped), and put up some mag nificent steeply-banked spirals and nose dives, quite in the Chanteloup style. In the meanwhile, L. Strange, on a G.-W. 'bus, aDd J. L. Hall on his 35 h.p. Caudron, joined the others in the air. Hall, by the way, will have two new machines in commission very shortly, an Avro biplane and a 50 h.p. Gnome-Caudron (two-seater) which has been constructed, we underhand, by Mr. Hall himself mostly from the Caudron previously flown by G. L. Temple. An interesting feature in connection with this machine is that the planes are double surfaced. At 3.30 p.m. a start was made for the speed handicap, which was flown in two heats of four laps each and a final heat of six laps. The staiters in the first heat were R. H. Carr on the rebuilt 'bus No. 109 (2 mins. 54 sees.), F. Goodden on the 45 h.p. Caudron (1 min. 35 sees.), Louis Noel on the 20 h.p. Maurice Farman (1 min. 30 sees.), W. L. Brock with a passenger on the 80 h.p. Bleriot (scratch). Can's new mount showed a marked improvement in speed, and kept ahead throughout the race and crossing the line first. Brock gained on all but Carr, and came in second, 10 sees, behind. Goodden and Noel, who started almost simultaneously, kept together until the last lap, when Noel got in front and obtained third place by n sees., with Goodden 4 sees, after. Whilst the first heat was in progress, Gustav Hamel was up in his 80 h.p. Morane-Saulnier, making numerous "apple turnovers " at a height of between 1,000 and 500 ft. It is a very strange performance, this of Hamel's, no so picturesque as it is curious, for the machine has the appearance of tumbling about anyhow. Five started in the second heat as follows :—L. Strange on a G.-W- biplane (3 mins. 35 sees.), MaTcus D. Manton on the other 'bus (2 mins. 39 sees.), E. Baumann on the 45 h.p. Caudron (2 mins. 1 sec), Pierre Verrier on a new 70 h.p. Maurice Farman (1 min. FLYING AT HENDON. 15 sees.), and Philippe Marty on the 80 h.p. Morane-Saulnier (scratch). This heat resulted in a splendid finish, the first three machines coming in within j of a second. Limit man and scratch man changed positions in this race, the latter overtaking his com petitors in fine style, passing the last man by | of a second only. Baumann only just failed to pass Manton by £ of a second, whilst Verrier also came in close upon Baumann some 8 sees, behind, Strange being 1 sec. in the rear. Before the final was flown Hamel made a passenger flight on his Morane-Saulnier, and Hall also made another flight on his Caudron. The final heat was made up of R. H. Carr (4 mins. 23 sees.), Marcus D. Manton (3 mins. 48 sees.), W. L. Brock (40 sees.), and P. Marty (scratch). Again Carr, who flew very low in Ixnh his heats, maintained the lead throughout, Brock and Marty, who had been gradually drawing clostr together, coming in second and third respectively, separated by intervals of 12 sees., Manton being last, 22 sees, behind Marty. After the final all the pilots ascended and it seemed as though they were all smitten with an attack of " loopus upsidedownitus." Hamel was turning out " turnovers " on his Morane-Saulnier, Verrier was putting up some very creditable Chevillard stunts on a new 80 h.p. Henry Farman. Manton was waltzing on the G.-W. 'bu-s, whilst Goodden on the Caudron, Brock on the Bleriot, and Noel on the Maurice Farman were performing like evolutions until it was too dark to see. Speed Handicap. Final Heat (6 laps). IT j-_ Handicap Handicap. -• r 1. 2. R. H. Carr (50 h.p. G.-W. biplane) W. L. Brock (80 h.p. BUriot monoplane)... Philippe Marty (80 h.p. Morane-Saulnier monoplane) Marcus D. Manton (50 h.p. G.-W. biplane) 11 s. 4 23 0 1:1 3 40 atch 48 m. II II 12 12 s. 47 59 11 33 On the next day, Sunday, most of the Hendon pilots were out, and numerous exhibition and passenger flights were made. The principal events on this day, however, were some wonderful exhibi tions by Verrier on the Henry Farman, Brock on the Bleriot, and Hamel on his Morane-Saulnier. In addition to performing his usual upside-down stunts by himself, Hamel repeated these with Lady Victoria Pery as passenger. He also flew his machine in company with Claude Grahame-White, who was piloting the Maurice Farman, with Mrs. Hall Walker as passenger, to Kenwood (adjoining Hamp- stead Heath), the residence of the Grand Duke Michael of Russia. Gtahame-White landed in the grounds, but Hamel returned, looping the loop before doing so. Brock made a fine altitude flight, attain ing a height of 7,000 ft., and finishing up with a splendid vol plans from over North Finehley. ® ® ® 09 THE EULER HYDRO-TRIPLANE. SINCE Mr. A. V. Roe's experiments with a triplane which was later discarded for machines of the biplane type no successful triplane has, so far as we know, been constructed in this country. It is quite conceivable, however, that in time to come, when greater loads will have to be carried than is the case at present, the triplane type of machine will be revived, for constructional difficulties must of necessity put a limit to the span it is technically advisable to give a machine, and the triplane construction seems to be the easiest solution of the problem of obtaining the required larger lifting surface. It is no doubt with this end in view, that the Euler hydro-triplane has been designed, and incidentally it is, to the best of our knowledge, the first successful hydro- triplane constructed. From the accompanying photographs, it will be seen that the three main planes have an increasing span, that of the bottom plane being 8 m., that of the middle plane 10 m., whilst the top plane spans 14 m. The ex tensions of the uppermost planes can be folded down, thereby reducing the overall span by about 4 m. In order to diminish the interference of the planes without THE EULER HYDRO-TRIPLANE.— View from the front. 95
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