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Aviation History
1919
1919 - 0238.PDF
MORE STATISTICS • IN our last issue we published a series of tables of various aero engines. British and French aeroplanes, etc., compiled by the U.S.A. Air Ministry'. It was originally intended to include also tables'of American Yaeroplanes, and of machines used in the Italian Air Service. Unfortunately, however, space did not permit inclusion of the last two tables, and these are therefore given in the present issue, pp. 237 and 2 8. Last week we mentioned that one of these tables was of particular interest, in that it showed differences between the original British machines and the American version thereof. Unfortunately this table, as already men tioned, was not included, and the reference to it) in the introductory paragraph, by an oversight, was not deleted. The second table published this week, that of particulars of machines used in the Italian Air Service, is interesting on account of the fact that up till now it has been difficult to obtain reliable data relating to Italian machines. It will be noticed that quite a fair proportion of the machines are of French design, although original Italian designs arc- well represented. RECORD OF PERFORMANCE OF AMERICAN PLANES This Table Serves to Illustrate the Xutnerous Types of Aeroplanes Built by the U.S. Government Since June, 1917 Type. Engine. itud e (Ft.) . Al t Climb Time. i In t Rat e R.P.M . Speed. R.P.M . ~ ice Ceilin g a Ft . pe r Min . Ser v 10 0 p. E . .c — be"— *4> n C ti §d 5 •3 an d Oi ! Lo a (Lbs.) . Fue l . | 1 Loa d (Lbs . Tot a Endurance at 6500 Ft. c^ £ u P ESS §& u« *•» 5d g~ 0 b. 5 = CO It — +* cd SIZZI £ Ordnance Engineering Scout Bristol Scout Lepere S.E. 5 (British) .. S.E. 5 (American) Standard E-i or M-Dcfense V.S. B-i (British Fighter) De Havilland 4 .. Handley-Page 0-400 V.E. 7 De Havillaud g .. Handlcy-Page V .. JN-i-D J.N-G-H 80 Le Rhone So Le Rhone.. Liberty 12 ISO Hispano-Suiza 180 Hispano-Suiza go Le Rhone 300 Hispauo-Suiza Liberty 12 2 Liberty 12's 150 or 180 Hispano- SoJza 400 Liberty 4-375 1>-P- Eagle VIII .. Rolls-Royce Curtiss OX5 90 h.p. lli=>pano Suiza 150 h.p. 6500 10000 15000 o 6500 10000 o 6000 IOOOO 15000 20000 o 6500 IOOOO 15000 20000 o 6500 IOOOO 15000 20000 o booo 6500 10000 o 6500 10000 15000 o 6500 IOOOO 15000 o 7000 10000 o 6500 IOOOO 15000 o 10000 o 10000 o IOOOO O IOOOO 17 55 21 50 * 13 2 2. JO JO u 4? 26 35 15 20 17 10 JO 35 4? 3" '4 9 '7 50 •5 o 535 400 240 1170 810 615 340 60 750 590 350 140 1600 1600 1600 635 462 220 1140 IIOO 1100 1260 1215 1500 1540 1520 1500 1480 1800 1800 1800 1780 1800 1800 1800 1790 1180 1180 114- 113- 109- H H Aerial Mails and a Standing Air Force "THE future of commercial aviation lay not in short distance passenger flights, but in vast distances, in opening up undeveloped countries, and in forming an even stronger link with our oversea dominions," said Maj.-Genl. Sir W. S. Brancker at a luncheon given by the Lord Mayor of New castle in connection with the opening of the Aircraft Exhibi tion in the city. Genl. Brancker went on to say that the future would see mails carried by 300-mile stages to Cape Town, Calcutta, and probably Australia, but as far as cross ing the Atlantic was concerned, the airship would probably be used. The Government were alive to the future of avia tion, but were limited to what the Treasury, now pledged to retrenchment, would give. The country would have to depend on individual enterprise. The League of Nations involved, to a certain extent, disarmament, but England was the one nation that would have to keep up an appreciable standing Air Force if we were to be safe in the future. Prob ably the future safety of the country depended on the air, and we therefore depended on our warlike strength in the air. Other countries were morejself-contained, and, on the declaration of war, would have large air fleets at their imme diate disposal. The Exhibition, which was openedby Brig.-Genl.. Becke, 1970 1480 1480 98 94 84 70 Be 83 75 *36 '27 118 10: 123 118 115 107 85 121 I20 117 109 92 99 94 85' 1760 1700 1660 1600 "4 I20- 117- 113-97' 18 29- 106 103 97 Jo in, 109 I It) 98 73 105 -7 1180 "75 1175 1100 1800 1740 1680 1620 1550 2100 2080 2000 1965 lS20 2IOO 2140 2080 2000 i860 I240 I24O 1220 1730 1700 165O 160O 13500 13000 20800 19400 20400 19500 14000 17500 17000 13000 833 789 828 1842 2391 1392 1920 2»45 282 286 01 742 1191 545 "5 344 1117 1075 2051 2060 "44 2910 3582 11270 »937 Full time, 2'12' Half throttle, 3' 3' 4'0- 15' o- 48 153 7-5 [48 25000 s m includes a large number of modern British machines, as well as a dozen captured German aeroplanes, and a collection of engines, bombs, etc. The Largest British Rigid Airship. SOME particulars are now available of the R. 33, claimed to be the largest British rigid airship, built by Messrs. Sir W. G. Armstrong, Whitworth and Co., at Barlow, near Selby, which may shortly attempt a cruise to New York and back The stream-lined envelope is 670 ft. long, and the greatest diameter is 80 ft., the capacity working out at 2,000,000 cubii feet. There are four cars, two amidships, one forward and one aft. The power plant consists of five Sunbeam engines, giving a total horse-power of 1,250, and the speed is expected to range between 80 and go m.p.h. Accommodation for the crew of 23 is provided amidships. The designers believe thai the airship will be able to make a non-stop run from England to New York and back, and it is stated that in case of fc'r the airship could remain aloft for three weeks. Flying in South Africa A COMPANY is being formed at Johannesburg to import four aeroplanes for inaugurating air services between Johannesburg and Cape Town and Johannesburg and Durban. 238
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