FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1914
1914 - 0476.PDF
|/j,JCH_rj First Aid on German Aeroplanes. FOLLOWING a conference between representatives of the German Army and Navy departments and flying officers it has been decided that all German military aeroplanes are to carry a " First-Aid" outfit which will be arranged in a pocket at the back of the pilot's teat. Messrs. Burroughs Welcome and Co. should be able to assist in this direction. Flights in Tripoli. ON the 22nd ult., Lieut. Tappi, who is stationed at Tripoli, set out on his aeroplane at 6.55 a.m., and at 8 o'clock landed at Tarhuna. After a stop of about an hour he started back and, having circled for some time above Gefara, landed at the Tripoli aerodrome, at 10.40 a.m. The Burgess-Dunne Hydro-aeroplane. WRITING under date of April and from Boston, Mass., U.S.A., Mr. Charles M, Chapin sends us the following interesting account of the doings of the Burgess-Dunne hydro-aeroplane :— " The Burgess-Dunne, equipped as a hydro-aeroplane, has made some splendid flights, and has shown a remarkable degree of inherent stability. The writer was taken up for fifteen minutes on Tuesday, and had an excellent opportunity to observe the stability features and ease of control. The pilot, Clifford L. Webster, who taught himself to fly the Dunne, during the entire flight of fifteen minutes did not touch his control levers for any purpose except to correct direction. The wind was blowing at fifteen miles off shore, and was very ' bumpy ' in spots, especially as we flew over the land. In spite of the side gusts to be felt from time to time ic flying across the wind, the writer detected no heeling tendency whatever, even when the gust was to be felt very noticeably, nor could any tendency toward a side-slip be detected. "Flight" Copyrigt* M. Verrler flying the Maurice Farman at Hendon. 476 MAY 2, 1914. " In an earlier flight, solo, Mr. Webster stopped his motor dead at 800 ft. without turning down. The machine at once took its- proper gliding angle, and the pilot had his hands off the levers from first to last until just ready to flatten out for alighting. Last week he made three complete and successive circles at an angle of approximately 75° with his control levers locked, and with his- hands off most of the time. On the same day he tested for stalling, and pulled up both ailerons to their utmost extent, holding them there for more than a minute. Although the machine assumed an apparently impossible flying angle it refused to stall. Apparently the aileron area, sufficient to give control in ordinary flying positions, is overcome at such high angles by the high proportionate increase in the lift of the swept-back wing-tips. " In all 1 he Burgess-Dunne has made between thirty and forty flights, and without a sign of loss of balance. Some difficulty was experienced at first with the float, which was set at too high an angle, making landing very difficult. The Burgess-Dunne was found to- fly at an angle of 4 degs., whereas Mr. Burgess had expected that the ordinary flying angle would be about 8 degs., which was the reason why the first adjustment of the float was incorrect. " As constructed by Mr. Burgess, with float and all, the Dunne weighs, empty, 1,529 lbs. In a weight-carrying test it recently took up an additional load of 558 lbs., made up of pilot 176 lbs., pas senger 197 lbs., ballast 34 lbs., water in radiator 40 lbs., gasolene 91 lbs., oils 20 lbs. The engine used was a Curtiss water-cooled 90-100, turning 1,312, and delivering a thrust of 640 pounds. Over a measured triangular course the Burgess-Dunne, with this load, made 58*5 miles, with a minimum of about S3 and a maximum of 64. With the power, which figures down to about 70 h.p. on it& actual performance, and with a wing area of about 500 sq. ft., the speed wasn't bad." "Eugene Montgolfier" Over Paris. WITH ten persons on board, the Clement-Bayard airship, " Eugene Montgolfier," started from Issy at 7.30 a.m. on the 21st ult., and made a cruise which occupied an hour and a half, a good deal of which was taken up with manoeuvring above Paris. Long Tests with the Schutte-Lanz. ON the 21st ult. the new Schutte-Lanz airship " SL. II"' started from her hangar at Cologne at 6 a.m., and after passing over Mannheim went along the valley of the Rhine to just by Carlsruhe. She then returned, and made a safe landing at Cologne, after being in the air about 5 hours. The same day another voyage was started at n p.m., and the airship cruised over the Black Forest for six hours through the night. The following day some tests were made, and with sixteen persons on board, together with sufficient supplies for a voyage of ten hours- she went up to a height of 2,100 metres, then came down to 70 metres in 8 mms., and regained a height of 2,coo metres in 9 mins. On Tuesday, at 9 p.m., she left Mannheim and made a cruise of 20 hours duration, passing Bremen at 3 a.m. on Wednesday,. Hamburg at 5.30, Berlin at 9 a.m., and Jena I p.m. Night Cruise by "Z I." ... STA*TING from Cologne at 2 a.m., on the2ist ult., the German military airship "Z I," escorted for part of the way by two mono planes, made a four hour cruise along the valley of the Rhine, and then in the Ruhr valley to beyond Dusseldorf. Balloon Voyage Across France. BY way of training for the Gordon-Bennett balloon race, Hugo Kaulen, accompanied by two friends left Barmen on Saturday evening, intending to voyage to Spain. Owing to contrary winds, however, they were blown across France and eventually dropped in the sea off Angouhns-sur-Mer, near Rochelle. • ® ® <& CORRESPONDENCE. A Suggestion. [1856] I thought I might make the following suggestion through the medium of your columns. That, an interesting and appropriate item for the forthcoming IS aval and Military Tournament would be the following :—An aero plane (dismantled) should be brought into the arena in its packing- case on an R.F.C. motor-lorry, then erected, and if possible, the engine run for a minute or so, but as petrol would probably not be allowed in the arena, this part would have to be omitted, though a small electric motor would run the propeller for effect. Then the machine would be dismantled and put into its crate and removed on the motor-lorry. A little excitement might be added by having a party of Naval erectors to compete against a party of Army men. I think this item would bring the subject of aviation before the public to a greater degree than has hitherto been the case I must apologise for the length of this letter, and I hope my sug gestion may prove to be of some good. Wimbledon. H c NEWTON.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
