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Aviation History
1922
1922 - 0773.PDF
DECEMBER 21, 1922 in which pilot and engineer are seated side by side, the pilot on the starboard side. Some distance behind the wings is a third cockpit for the rear gunner. The forward cockpit has a set of controls, so that, if necessary, the machine can be piloted from here. When not in use the front controls, and incidentally the gunner's seat, can be folded out of the way. Communication between the three cockpits is by a tunnel on the starboard side, and the amphibian gear is reached through this from the pilot's cockpit. The wheel axles are hinged on the sides of the hull, and sloping compression struts (telescopic) run from the axle into the top of the hull (through watertight bags), where is situated the gear which raises and lowers the wheels; The handle for operating the landing gear is situated in the pilot's cockpit, and can be reached by either the pilot or the engineer, or even by the front gunner." The four main petrol tanks, having a total capacity of 600 litres (132 galls.), are placed between the landing gear and the aft gunner's cockpit. A small service tank is mounted in the top plane. A structure of streamline steel tubes resting on the hull carries in front the two halves of the top plane, while further aft it supports the engine bearers. This structure is so arranged that it is possible to change the engine without interfering in the slightest with the wing structure. The top plane is characterised by a pronounced dihedral, and is also swept back, while the lower plane has a slight dihedral only. The bracing is in the form of an irregular V* arren girder, the sloping members of which are plain double struts, while the vertical (or nearly so) struts are of N forma tion. Both wings are of wood construction and covered with three-ply. The wing-tip floats are, like the main hull, built of Duralumin. The Napier " Lion " engine is, as already mentioned, mounted in a cut-out in the top plane, in such a position that it can be easily got at and lifted out by a crane. With its two Lamblin radiators and oil tank it forms a complete unit, and is attached to the tubular structure bv four bolts only. A four-bladed " pusher " airscrew is fitted,"which consists in reality of two two-bladed screws having thin bosses so as to allow them to be mounted one behind the other on the air screw shaft. The tail is of usual type, with a very thick fin, to which is hinged the balanced rudder. The tail plane is of the trimming type, the worm gear being housed inside the fin. Both tail plane and rudder are well clear of the water, and for steering on the sea the tail skid, which is mounted by the rear step, is so shaped as to form a water rudder. Following are the main characteristics of the Fokker Amphibian : Length o.a., 12 metres (39 ft. 4 ins.) ; span, top plane, 18-2 m. (59 ft. 8 ins.) ; span, bottom plane, 10-5 m. (34 ft. 5 ins.) ; chord, upper, 2-4 m. (7 ft. 10 ins.), lower, 1-8 m. (6 ft.) ; height, 3-3 m. (10 ft. 10 ins.) ; weight empty, 1,800 kg. (3,960 lbs.); useful load, 800 kg. (1,760 lbs.)* ; endurance, 4 hours ; maximum speed, 125 m.p.h. The machine gets off with full load in 20 seconds. H H H H THE LONDON-CONTINENTAL SERVICES FLIGHTS BETWEEN DECEMBER 3 AND DECEMBER 16, INCLUSIVR Route (including certain diverted journeys) be -•— 0 o be a 0 No. of flights carrying CZ 2 •s, •a o c 0 X 6° Z it, a '>, <u p 60.5 > < Fastest time made by Type and (in brackets) Number of each type flying Croydon-Paris Paris-Croydon Croydon-Brussels- Cologne Cologne-Brussels- Croydon Croydon-Rotterdam Rotterdam-Croydon .. Manchester-Croydon- Amsterdam Amsterdam-Croydon- Manchester Total for two weeks ... * Not including 23+ 24§ 8 8 10 9 I2[| I6f no 41 58 25 17 13 13 45 3i 243 6 5 6 5 10 9 — 7 48 21 18 — — 10 9 — 3 61 22 18 6 4 10 5 12 15 92 h. m. 2 36 3 26 3 35 5 11 2 41 3 21 4 56 — H.P.W.8BG-EBBH(2h. 3m.) H.P.W8B G-EBBG (2h-4om.) D.H. 18 G-EAWW(2h. 58m.) D.H. 34 G-EBBR (4h. 48m.) Fokker H-NABM (2h. 9m.) Fokker H-NABI (2h. 22m.) D.H 34 G-EBBQ (4h. 52m.) G. (9), H.P.W.8B (3). G. (10), H.P.W.8B. (3). D.H. 9 (1), D.H. 18 (1), D.H. 34 13)-D.H. 9(1), D.H. 18(1), D.H. 34 (3)-F. (6). F. (7). D.H. 34 (3)- D.H. 34 (3)- I Lympne-Le B., 9. Av. = Avro. ' private " flights t Including certain journeys when stops were made en route. § Le B.-Lympne! 5, II Man.-Croy. 6, Croy.-A'dam. 3. If A'dam.-Croy. 7, Croy.-Man. 9. B = Breeuet Br = Bristol. Bt. = B.A.T. D.H.4 = De Havilland 4. D.H.9 (etc.). F - Fokker Fa = Farman F.50". G. = Goliath Farman. H.P. = Handley Page. M. - Martinsyde. Sp. - Spad. Vi. = Vickers Vimy. Vu. = Vickers Vulcan. W. = Westland. TK- ^11™,™ is a list of firms running services between London and Pans, Brussels, etc., etc.:—Co. des Grander ^SJMSS^I nSiK LETSS* Page Transport. Ltd.; Instone Air Line; Koninklijkie Luchtvaart "SSSMj^^P^^dCapt- Stocken testing Avro and D.H. 9 machines at Croydon for Aircraft Disposal Co. H H London-Berlin Air Route PROGRESS is apparently being made in respect to the Anglo-German air line between London and Berlin and it is expected that this service will Portly be in operation both with British and German machines. An Albatross ^-geate: monoplane, carrying three directors of the DeutscheLuft reederei Co., left Berlin for London on December 14, but had to descend near Bremen owing to fog. Nieuports for Spanish Army Fnkker AFTER keen competition between the Dutch Fokker and the French Nieuport firms for an important tender lor 30 aircraft for the Spanish Army, the Nieuport 6™ ha^e succeeded in scoring the greatest number°* P™*0X£t8 the performance trials, and have thus obtamed *e con™e The two types of machines involved were both mp an chasers, fitted with 300 h.p. Hispano-Smza eng.nes, and H H interesting to note that their performances were nearly identical. It is to be regretted that no British firm competed for this tender, and it is to be hoped this will not be the case when the next tenders are put out next February. A Successful Flight by «« S.C.W." Glider ON Sunday last Maj. Maurice Wright accomplished a successful flight on the "S.C.W." (Sayers-Courtney-Wright) Glider at Itford, where they—the Gliding Partners—have been carrying out further trials with their 'bus since the Gliding Competition. With little or no wind to help it, the glider started off on Sunday with a splendid zoom, followed by a brief period of hovering. The pilot then started off on a beautiful, flat, glide of about 1 £ miles, at the end of which he made a perfect landing. It would seen, therefore, that the "S.C.W." glider is at last satisfactorily adjusted, and we congratulate the partners on having achieved success. 773
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