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Aviation History
1921
1921 - 0841.PDF
DECEMBER 22, The " Sesquiplan" is exhibited in the manner belovedby French constructors, i e., represented as being on a banked turn, and very effective it is. The machine, somehow, re-minds one of the late Commander Porte going round the pylons at Hendon on the famous old Deperdussin " Thunder-bug," scraping the inner wing tip along the top of the grass. The machine has already been illustrated in FLIGHT, and is amonoplane with a small pair of thin wings, braced-by a single strut on each side. The fuselage is of monocoqueconstruction, and is, if possible, of even smaller cross-sectional area than that of the " 29CI." Looking at the cockpitcoaming, one wonders how Sadi managed to get into the machine without the aid of a shoehorn, let alone getting outof the machine in the crash. It may be conceded that -•-••••• "•'•• "Flight" Copyright On the Nieuport-Delage commercial machine ailerons are fitted to the top plane only. They are operated by cranks and struts from the lower plane. streamlining has been carried to its limit in the " Sesquiplan,"and that a further reduction in resistance can scarcely be imagined. The wings are as small as it is reasonably safeto make them, and the landing speed must be about 100 m.p.h. It is to be regretted that the Hanriot did not competein the race, as it would have been extremely interesting to see which machine is the faster. The Nieuport has a muchsmaller fuselage and thin wings with strut bracing, while the Haririot has rather a "fat" body, and thick high-lift•wings without external bracing. The engine is the same in both cases—i.e., 300 h.p. Hispano-Suiza. The third machine is a type " 30 T2 " Nieuport-Delage,a cabin machine with seating accommodation for six pas- sengers and an open cockpit for pilot and engineer in front.Iti Echiefly remarkable for a very pronounced negative stagger of the planes, the top one of which has a very much greaterspan than the lower, the extensions being braced by sloping struts. One cannot help wondering who designed thismachine ; it certainly does not share with other Nieuport- Delages that beauty of lines and proportions which charac-terises the smaller machines. The cabin is comfortable, and the high speed is fairly good (about 109 m.p.h. at groundlevel), but certainly not startlingly so, in view of the fact that thej)ower expenditure is 70 h.p./passenger. The engineis a 420 h.p. Darracq-Coatalen. It should be pointed out, however, that a large petrol supply is carried—sufficient for7 hours' flight at full throttle. Obviously this reduces the number of passengers, and, if reduced to four hours' duration,the useful load would be increased by nearly 700 lbs. As regards actual weight, and assuming that the cabin had roomfor them, this would mean another four passengers, bringing the total up to 10, with a pilot and engineer in front, raisingthe total number of seats to 12. For 420 h.p. this is not bad, and the performance of 109 m.p.h. for a power loading of18-3 lbs./h.p. is above the average. The general characteristics of the Nieuport-Delage " 30 Tz "are as follows : Length overall, 36 ft. 2 ins. ; span, upper plane, 59 ft. 1 in ; height, 14 ft. 1 in. ; wing area, 878 sq.it. ; engine, 420 h.p. Darracq-Coatalen ; weight, empty, 4,260 lbs.; weight of fuel, 1,585 lbs.; useful load, 1,850lbs. ; total weight, 7,695 lbs. ; power loading, 18.3 lbs./h.p. ; wing loading, 8 75 lbs./sq. ft. Maximum speed near ground,109 m.p.h. ; at 3,300 ft* 106-5 rn.p.h. ; at 6,500 ft., 102-3 m.p.h. ; at 10,000 ft., 96 m.p.h. ; at 13,000 ft., 91 3 m.p.h.Climb to 3,000 ft. in 8 mins. 35 sees. ; to 6,500 in 19 mins. 15 sees. ; to 10,000 in 36 mins. 45 sees. ; and to 13,000 in1 h. 3 mins. ; ceiling, 14,750 ft. HENRY POTEZ 14, Rue Clement, Levallois-Perret (Seine) ALTHOUGH one of the constructors who came into the aviationindustry during the War, Henry Potez is quite evidently determined to remain in the industry, and an inspection ofthe machines exhibited indicates that his work is now at least on a par with that of the best French constructors,and certainly ahead of that of the majority. There is nothing very startling in either of the designs, but the machines arecommon-sense, straightforward pieces of work, and the details are, mostly, good. Three complete machines are shown,of which one is a military type, and therefore of comparatively smaller interest than the two commercial machines. This isa type"' XV " with 370 h.p. Lorraine-Dietrich engine. The pilot sits in front of the gunner in the usual fashion, and themachine does not appear to differ materially from the ordinary two-seater fighter with which one became familiar during theWar. The engine is neatly cowled in, and the machine generally is of clean design. The span is 39 ft. 5 ins., and thelength 27 ft. 7 ins. ; wing area, 485 sq. ft. ; weight empty, 2,420 lbs. ; weight fully loaded, 3,800 lbs. ; speed near gound,130 m.p.h. ; speed at 10,000 ft., 121 m.p.h. ; speed at 16,500 ft., 112 m.p.h. Climb to 10,000 ft., 13 mins. ; to 16,500 ft.in 29 mins ; ceiling, 20,200 ft. Of the two commercial machines shown, the smaller, type" IX," is obviously a development of the two-seater fighter, whose general lines it preserves in spite of the presence of anenclosed cabin for the four passengers who comprise its useful load. In the light of the cross-channel services, thepassenger accommodation is too small, but no doubt there are lines in France, or running out of France, on which this •*•' The Henry Potez type IX. "Flight "Copyright m 841 :.:-I-J^
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