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Aviation History
1922
1922 - 0787.PDF
A DECEMBER Z8, 1922 GLIDING, SOARING AND AIR-SAILING IT has previously been recorded in these pages that Mr L faynham is at present at Torquay with his glider where he is to take part in the filming of a production by the Ideal Film Producing Co. to be entitled " The Hawk " It would not, perhaps, be quite playing the game to reveal the plot of the film, but Raynham figures in it as the rescuer •of a fair damsel in distress, going to her assistance in his gilder, which is to alight by the side of a submarine. * * * n UNFAVOURABLE weather has prevented the film being shot ' up to the present, although several trial flights have been made and at least one attempt at the real " picture " Starting from the cliffs overhanging White Beach, Raynham on December 14, got well into the air, cleared the edge and went " over the top," gliding a short distance and alighting perfectly on the sea. It appears, however, that the motor launch which is taking part in the film was far less under control than Raynham's glider, and did not manage to get into the picture at all, so that all the work will have to be •done again. * * * THE glider took the sea verv nicely, and Raynham is pleased with her, although unsuitable weather has not permitted as much flying as he would have liked. The machine is now much better on the controls than she was at Itford, and a more orthodox aileron control has been fitted. A few extra coats of Cellon dope have resulted in making her watertight, and it appears that, if necessary, the old glider would float for days. * * * NOT the least exciting part of the work consists in man handling the glider up a nearly vertical cliff of some 200 ft. in height, and as the only " landing ground " is the sea, gliding in this locality should not be dull work, although waiting for a suitable wind may well become monotonous. The machine is kept at " Seven Winds," and has to be lifted over a wall every time she goes in or out. * * * THE first French gliding competition, held last summer near Clermont Ferrand, in Auvcrgne, was not a great successs and the performances attained were in no way remarkable. It appears that the country chosen was unsuitable, and at the second Motorless Aviation Conference, held in connection with the Pans Aero Show, it was decided to hold next year's meeting in the Bay of Vauville, near Cherbourg. The time fixed for the competition is August 6 to 27, and as Cherbourg is not very far removed from London it is to be hoped that a goodly number of British visitors will find their way to the French competition. Probably by then the Supermarine flying boat service will be in operation, and it may be possible to pay a quick visit to the scene of the competition. * * « PRIZES will be awarded for various types of performances, such as altitude, distance, duration, rising from level ground, etc., and it is stated that the site chosen is ideal for gliding, a cliff of about 400 ft. in height facing the prevailing winds, while at its base is a plain which should form an easy landing ground. Up to the present prizes amounting to close upon ^2,000 have been promised. • * * AT the French Aero Show in the Grand Palais several of the gliders which took part in the Combegrasse meeting are exhibited. First place is naturally given to the Peyret- Maneyrol machine, which is shown with two wax figures pulling on the starting ropes and a passable imitation of Maneyrol, complete with moustache, in the pilot's cockpit. Barbot's Dewoitine monoplane is also shown, having, apparently, had its broken wing repaired. ON the Gnome and Rhone stand is shown a tiny two- cylinder opposed air-cooled engine said to develop 10 h.p. On closer examination the engine, which is an A.B.C. built at the Le Rhone works, is found to be intended for use on gliders, and as a reduction gear of 3 to 1 is fitted, it should be possible to run the engine at high speed and still get reasonably good propeller efficiency. In a later issue we hope to have something more to say about this engine. m E H H IN PARLIAMENT LIEUT.-COMMANDER KENWORTHY, on December 14, asked the Secretary of State for Air, if he will state the relative strength of the Air Force stationed in Europe of Great Britain, the French Republic, and the kingdom of Belgium ; -whether he can state the relative numbers of fighting, spotting, and bombing machines, respectively of modern construction and fit for service maintained in Europe by these three Powers : and what are the numbers of trained pilots observers and mechanics, respectively, maintained by these three Powers in Europe on the active List. Sir Samual Hoare : This question falls into three parts :— 1. The relative strength of the Air Force stationed in Europe of Great Britain, the French Republic and the kingdom of Belgium. The strength of the Royal Air Force at present stationed in Europe, includ ing units temporarily in the Constantinople Area, is approximately 15 squadrons, that of the French Air Service 100 squadrons, and that of the Belgian 14. The average establishment of the British squadrons is, however, 12 machines, whilst that of the French squadrons is 9 and that of the Belgian 10. 2. The relative numbers of fighting, spotting and bombing machines, respec tively, of modern construction and fitted for service maintained in Europe by these three Powers. The total number of British Active Service Air Squadrons is 32 ; 01 French active squadrons 128 ; of Belgian active squadrons 14 ; the average number of the aeroplanes being as given above. It would not be advisable in the public interest to give the total number 01 British aeroplanes of each type which are of modern construction and fit for service, and, so far as is known, the Governments of France and Belgium have not made public similar information in regard to the French and Belgian Air Services. 3. The numbers of trained pilots, observers and mechanics, respectively, maintained by these three Powers in Europe on the active list. There are on the strength of the Royal Air Force in Europe at the present time 1,1 s8 trained pilots, 75 observers and ia,42r other ranks employed on ground duties. These figures include personnel employed at Flying 1 raining Schools, Dep6ts, and other miscellaneous establishments. In the current French " projet de loi " provision is made for the maintenance in Europe in 1922 of 3,039 Flying personnel and 30,477 other ranks employed on ground ^The'second of these two figures is, however, misleading, since a large number of the personnel employed on ground duties in connection with the French Army Air Service (for example personnel for wireless, recruiting, transport, works, provision of rations and clothing, medical services, etc.) are found from the Army and are not included in the foregoing. This personnel is not budgeted for separately or otherwise distinguished from Army personnel generally, and it is therefore impossible to assess their numbers with accuracy. This consideration also applies in the case of the French Naval Air Service. F'igures are not available to classify the flying personnel as pilots 01 observers. The Belgian Army, including the Air Service, is at present in process of reorganisation, and, pending completion of this reorganisation, accurate figures for aicservice personnel will not be available. Prior to reorganisation the approximate total establishment was 2,000 all ranks, but this figure is subject to the qualifications made in the preceding paragraph in regard to the personnel of the French Army Air Service. Major Attlee asked if he will state the total number of military and civil aeroplanes built and building in France, in French possessions, and in Euro pean territory occupied by France ; the number of sauadrons ; the number oi aircraft in each squadron ; and the number and weight of explosive and chemically charged bombs carried by the latest type of French fighting 'plane. Sir Samuel Hoare : This question falls into foui parts :— 1. The total number of military and civil aeroplanes built and building in France, in French possessions and in European territory occupied by France. Exact figures are not available as to the war stocks of aircraft held by the French Government. It is therefore impossible to give a figure for the number of military and civil aeroplanes built ; the number on the Civil Register, however, on December J was 660. As regards the number building, according to the latest information available, French aircraft manufacturing firms have produced 3,300 machines for civil or military purposes during the first eleven months of the current year, making a monthly output of 300 machines. This figure includes aircraft built for export to foreign countries. 2. The number of Squadrons. The total number of squadrons at present maintained by France is 128. 3. The number of aircraft in each squadron. The normal establishment of machines held by a French squadron is 8 or ro according to type. 4. The number and weight of explosive and chemically charged bombs carried by the latest type of French fighting 'plane. The French Government have not, so far as is known, made public any particulars as to the number and weight of explosive and chemically charged bombs carried by their latest types of aircraft. H EI EI III New Fokker Commercial Aeroplane. WHILE at the Paris Aero Show we met Mr. Fokker, who showed us photographs of his new commercial aeroplane, the F V which is normallv a biplane, but so designed that it can, 'within a very short time, be changed into a monoplane bv removing the lower plane. The F.V. has accommodation Sr eight pfssengers inside the cabin, and dual controls are Provided sPo that if desired two pilots can always be carried. The machine is fitted with a Rolls-Royce engine, and has a total loaded weight of 3,120 kg. (6,900 lbs.). The empty weight is 1,200 kg. (2,640 lbs.), so that the structure weight must be remarkably low, due to some extent, presumably, to the fact that the machine has thick wings although being a biplane. The wing area, as a biplane, is 750 sq.ft., giving a wing loading of 9.2 lbs./sq. ft. 787
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