FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1921
1921 - 0468.PDF
V - - JULY 14, 1921 THE Aerial Derby, which will be flown on Saturday next'July 16, promises to be one of exceptional interest. Not only is the list of entries larger than ever before, but themachines are, to a considerable extent, of new type, so that the unknown and uncertain factors are more in evidence thanin previous years. The race, as was the case last year, is to be flown over a circular course around London, and amountsto approximately 200 miles in two circuits of 100 miles each. As in previous Derbys, there will be a handicap race and theactual Derby scratch race, flown as one. That is to say, the competitors will be started off at intervals correspondingto their handicap time, the slowest machine being started off first and the fastest machine last. (See "handicap allow-ances and starting times as appearing in the official table of entrants on p. 470.) In this way the machine which firstscrosses the finishing line will be the winner of the handicap, while the speed race will be won by the machine whichcovers the 200 miles in the shortest time. The finish, therefore, if the handicapping is as good as last year, shouldbe very close and provide some excitement. The prizes offered by the Royal Aero Club are as follows: Fastesttime (winner of the Aerial Derby), ^400 and a trophy. Handicap, first prize, trophy and ^200 ; second prize, /100 ;third prize, ^50. The CourseTHE course over which the Derby will be flown is shown in the sketch map, page 469. The starting-point is atHendon, and from there machines will fly towards Brook- lands, the first turning-point, which is approximately 20miles away. Turning over the white cross which will be marked on the aerodrome at Erooklands, the machines willproceed to Epsom, the second turning-point, where the Grand Stand makes a conspicuous landmark. After roundingEpsom a course will be shaped for West Thurrock, the machines crossing the Thames at Dartford. The turning-point atWest Thurrock will be the Wouldham Cement Works, whose chimneys are a conspicuous feature of the landscape, andwhose roof will bear a large white cross. From West Thurrock the machines will turn north-west towards Epping, whosechurch tower will be the turning-point (only a slight turn). The last turning-point is Hertford, where a white cross willbe marked in a meadow, and the machines will then turn towards Hendon. Passing across the aerodrome, the secondlap will be commenced by the machines again heading for Brooklands. With regard to the actual times which will bemade, it is impossible to give even an approximately correct estimate. The amount of tuning up which each engine hashad, and the direction and strength of the wind, will have a marked effect on the times. The fastest lap was made lastyear by Courtney en the Martinsyde " Semiquaver " in 38 minutes 474. seconds, corresponding to a speed of 1547m.p.h. over the course. The actual air speed of the machine must have been very considerably greater. This year thereis every probability that much greater speeds will be reached. It is even possible that some of the machines entered will notfall far short of the 200-m.p.h. mark. It is, at any rate, fairly certain that 190 m.p.h. air speed will be attained bymore than one competitor. We shall be surprised, given good weather for the race, if 180 m.p.h. is not reached overthe course. The Machines BROADLY, the 20 machines entered for the Aerial Derby andfor the Handicap (see our double centre-page) may be divided into four classes : over 400 h.p., under 400 h.p. but over 300 h.p.,medium-powered" machines, and low-powered machines. In the " Super " class there are three entries : the Avro racerwith 450-h.p. Napier " Lion " engine, the Mars I, also with " Lion " engine, and the Bristol " Bullet," with 400-h.p.Bristol " Jupiter " engine. These three represent the highest- powered machines entered. It should be pointed out, how-ever, that it does not necessarily follow that these three machines will be the fastest, although it is probable thatthey will be. Unfortunately, extra power also means extra weight and, what is, perhaps, of even great importance in aracing machine, extra fuselage cross-sectional area. Thus an extremely refined machine, like, for instance, the FrenchNieuport which Sadi Lecointe was to have flown in the race, might actually be faster than one fitted with a more powerfulengine of greater weight and size. It is, to a great extent, a matter of refinement. Regarding the two " Lion "-hearted machines, the Avro is quite a small machine, with a span of 25 ft. 6 ins. only. Ina general way it is similar to the racer flown by Westgarth- Heslam in last year's Derby, excepting, of course, the differencein size and shape of nose necessitated by the fitting of a Napier " Lion " engine. It is expected to be one of thefastest machines entered, and it will be interesting to compare its performance with that of the other machine fitted witha " Lion," Jhe Mars I designed by Mr. Folland, and built by the Gloucestershire Aircraft Co. The latter machine is evensmaller than the Avro racer, its wings having a span of 23 ft. only. The wing area is 205 sq. ft., so that, as the totalloaded weight of the Mars I is 2,475 lbs., the wing loading is 12 lbs./sq. ft. It might be expected that the landing speedwould be extremely high, but as the wing section is not a racing section, having room for spars of adequate dimensions,it is expected that it will be possible to land the machine at a reasonable speed. The power loading, based on thefigure of 450 h.p., is about 5J lbs./h.p., so that there is no doubt the performance will be worth watching. We have nofigures relating to the actual speed, but we firmly expect it to be in the neighbourhood of 190 m.p.h. An unusual featureof this machine is the arrangement of the main petrol tank. This is placed on top of the fuselage in front of the pilot, andgives gravity feed to the engine, so that there should be little likelihood of any trouble in the petrol system. One isglad to see that this machine is to be flown by Mr. J. H. James, who showed, by his magnificent flight from Londonto Etampes on the " Goshawk " last year, that he is a pilot of more than ordinary ability. The third machine in the " Super " class is the Bristol" Bullet," fitted with a 400-h.p. Bristol " Jupiter " engine. This machine is similar to that entered last year, but thewings have been greatly reduced in area, and the rest of the machine considerably " cleaned-up." This applies particu-larly to the engine cowling, which now includes a large '' spinner," and has scoops behind the cylinders in place ofthe fairings of the older model. Flown by Mr. Uwins, the Bristol test pilot, the " Bullet " should put a very goodperformance. The second class—with engines between 300 and 400 h.p.—•is the largest, numbering no less than eight machines. Two of these are entered by France, but owing to the unfortunateaccident the other day, one of them will not be a starter. This is the pretty little machine entered by the French Nieuportfirm, and which was to have been flown by Sadi Lecointe. During a test flight Lecointe had the misfortune on landingthat a tyre burst, and it is said the wheel collapsed, throwing the machine on its nose. Lecointe received several bruiseson face and body, and the machine was badly damaged. It is even stated that Lecointe broke a leg, but although this isnot confirmed, he will not be able to take part in the race. This will be very much regretted by all, as Sadi is one of themost sympathetic of French pilots and is, in addition to being an excellent pilot of high-speed machines, a thoroughlygood sportsman. One has not forgotten the sporting spirit in which, last year, at the time of the Gordon-Bennett race-at Etampes, he offered Raynham every assistance in the way of supplies of petrol, loan of skilled engineers and soforth. It is to be hoped that Sadi's injuries are less serious than reported, and that he will soon be on the wing again.In our series of sketches of entries we have not been able to include the second of the French machines, the de Monge V.A,which is to be flown by Bernard de Romanet. We have been unable to obtain any particulars of this machine, beyond thefact that it is fitted with a 300 h.p. Hispano engine. As de Romanet has previously been the " star " speed pilot ofSpad-Herbemont machines and is not likely to have agreed to fly a machine that is not worthy of his capabilities as apilot of racing machines, it may be taken, however, that the machine will make a good showing. Three more machines in this class are iitted with Hispanoengines. These are a Martinsyde F.4, a Martinsyde F.4A and the " Alula " monoplane. The first of these machinesis to be piloted by Mr. E. L. Foot, and the second, the F.4A, by Major S. H. Long, D.S.O. As the machines are alreadywell known to readers of FLIGHT, there is no need to go intoa detailed description of them here. They were, of course, designed by Mr. Handasyde, and are among the prettiestaeroplanes the world has ever seen. Considerable interest attaches to the " Alula " monoplane,which is to be flown by Mr. F. T. Courtney. The wings Of 468
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
