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Aviation History
1920
1920 - 1164.PDF
^evolved for the purpose of aeroplane-carrying—the Argus and Furious are cases in" point—but apart from that it was found possible to launch land- machines from the turrets of the larger classes of battleship and battle-cruiser. The success attained has again drawn attention to the enlarged use of the aeroplane in connection with ocean-going ships. As is evident, a great deal of time is wasted by vessels in proceeding slowly into ports of call, often for the mere purpose of landing a few bags of mails and an odd passenger or two. The aeroplane could do the work in almost as many minutes as the ship - takes hours, and at a manifestly much lower cost. There seems to be no reason in the world why the idea should not be very widely developed in the future. It would mean certain alterations to the ship's superstructure, it is true, if existing types of land machines were to be used. Whether that is worth while is a matter for the owners to decide, where ships already builf are concerned. Without presuming to be dogmatic, we should venture the opinion that the enormous saving in port dues and delay in transit wouid make it well worth while. •In the case of new ships we should say it would certainly pay to design witlr a view to the utilisation of the aeroplane in the suggested direction. It is, however, to advanced design of the aeroplane itself that we must look for the full development of the idea. At the Air Congress it was distinctly fore- shadowed that the helicopter might before very long enter as a practical proposition, and if" such should happily turn out to be the case here is the very machine to make the aeroplane the regular tender of the mail steamer. It will be well for both naval architects and aircraft designers to bear in mind the enormous field of usefulness opened up by the sug- gestion under discussion. We are indeed getting nearer to the realisation of the dreams of a dozen years ago, which visualised an almost universal use of aircraft as aids to commerce. - ' '' NOVEMBER II, 1920 .-..;, . • - The Americans always try to do things The on the grand scale. We should not be Air League mcime(j ±o agree that their methods are America always much in advance of our own, or that their grandiose manner of projecting national enterprises is always as successful as the promoters hope. There is, however, always to be borne in mind that it is well to aim at the stars. The Air League of America has just formulated a programme of activities which almost takes our breath away by reason of its ambitious intent. It is forming local " Units " and elaborate agreement forms have been printed for signature by those undertaking the formation of these Units. In these forms there is space not only for the names of the officials, but also for no fewer than 37 specific sub- committees, of which each Unit is supposed to form as many as possible. Among these subsidiary com- mittees are separate bodies to deal with aeronautic libraries, military and naval aviation, mails, touring, coastguards, airships, engines, air routes, maps, public safety, night flying, aerial law, insuranqp, medical instruments, music, aero-astronomy, con- tests, advertising, public education, and so forth. There is little in the programme that is left wanting, and if the Air League of America can make good on even a quarter of its programme it is bound to carry with its activities an enormous volume of educated public opinion. Obviously, if it can do that it will dominate as a matter of course the whole aerial policy of the United States. We do not suggest that we really need such an expansive body to look after the interests ofthe air in this country. Indeed, we are inclined to think that the American body has, to use a common expression, bitten off more than, it will be able to chew at present. Still, we could wish that we had here a body with as much enthusiasm and as clear an idea of the need for educating public opinion in aerial policy—and doing it. The Glasgow-London Service • IN connection with the projected air service between Glasgow and London under the auspices of Messrs. Wm. Beardmore and Co., an experimental trip was made on November 5. A W.B.2 machine, fitted with 160-h.p. Beard- more engine, piloted by Capt. Ward, late R.A.F., and carry- ing a passenger and a parcel of the Glasgow Herald, left the Renfrew aerodrome at 11.30 and reached Cricklewobd, after a non-stop flight, at 4 p.m. The route taken was via Berwick, Newcastle, York and Lincoln ; during the latter part of the journey the weather was very misty. Aeronautics at Scottish Universities FOR the first time some of the Scottish Universities are including aeronautics in their Engineering course this year. At Gilmorehill, in Glasgow, what is known as a " half- graduation " course of 12 lectures will be given, the course having been mapped out in collaboration with the Scottish Branch of the Royal Aeronautical Society. Mr. L. Bartlett, •of the Royal Corps of Naval Constructors, who is at present stationed at the Inchinnan Airship Works of Messrs. William Beardmore and Co., Ltd., has undertaken lectures dealing particularly with rigid airships. He will deliver two lectures, illustrated by lantern slides, in Glasgow, two in Edinburgh, and one in Dundee, on the subject of " Rigid Airships— Design and Construction." - -._ ..'-__ ^_ Lieut.-Col. Dunville's New Post - IT is announced that Lieut.-Col. John D. Dunville, R. A.F., the well-known balloonist and member of the Royal Aero Club Committee, has been appointed to command the special constabulary in Belfast. King Albert Goes Home by Air - ACCEPTING an invitation to visit the Tours aerodrome. King Albert of Belgium decided to break his journey home there on November. 3, and after inspecting the camp, mounted a machine, and flew to Le Bourget. There he transferred into his own machine, piloted by,Crombez, and continued the journey to Brussels. His aide-de-camp, General Delaagen, was a passenger on an escorting machine. De Romanet Breaks Records THE speed duel between De Romanet and Sadi Lecointe continues and the former now holds the record. On the morning of November 4 at Buc he flew over the kilometre course his average time for the distance in both directions being 11.65 sees., representing a speed of 309.012 kiloms. (192 miles) per hour. In one of his trials he covered the kilom. in 11.2 sees., representing a speed of 321.428 k.p.h. Lecointe's record was 302.052 k.p.h. The machine was the Spad, fitted with Hispano-Suiza motor and Lumiere propeller, which de Romanet flew in the Gordon-Bennett, with minor modifications. Thus the pilot was all but covered in, so much so that he could see practically nothing straight ahead but only laterally. A slightly larger fin had been fitted, which is said to have increased the directional stability considerably. The engine used was a 300 h.p. Hispano-Suiza, the compression of which had bsen consideraly raised. No figures are available as to the landing speed of the machine, but that this was very high will bs gathered when it is mentioned that the loading of the machine was about 15 J lbs. square ft. In order to beat this record it will be necessary to fly at 313.012 kilometres per hour (194 m.p.h.) Who will bs the first to touch 200 m.p.h. ? The B16riot Mammoth up for Nearly Two Hours"*) 1 ^ THE latest four-engined Bleriot Mammoth made an- extended trial at Buc on November 3. Piloted by Jean Casale it went up to 2,700 metres and flew around for nearly two hours. Casale was accompanied by his mechanic Smith, and thei machine carried a load of 3,600 kilogrammes, which with the* weight of the machine made a total load of 8,600 kilogs. II66
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