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Aviation History
1923
1923 - 0239.PDF
MAY 3, 1923 IT begins to look as if, after all, we may get considerable variety in the types of machines that will be entered for the light 'plane (" motor glider " in Dailymailese) competition to be held this summer. We have criticised the decision to award two prizes for the same performance, but already a third offer has been made, and accepted, of a £500 prize by Abdulla and Co., and there seems to be a possibility—one might even say a probability—that at least one more substantial prize will be offered, while there is little doubt that various smaller prizes will be forthcoming. If any subsequent prizes that may eventuate are awarded for features other than, but additional to, economy, some at least may be covered of the range of tests which we suggested, and really useful light 'planes should be evolved. * * * ,. THE competition for the Abdulla ^500 pri*e will be inter- national, and, although the engine capacity is limited to 750 ex., this seems to be the only restriction, apart from the preliminary test of transportability. Thus there is no restriction on the amount of petrol which may be used in the Abdulla competition, and it is, apparently, open to com- petitors to design • machines specially for this, without attempting the Sutherland or Daily Mail economy competi- tions, although they are naturally entitled to try for these also, should they so wish. From this fact, it would appear that there is nothing in the rules to prevent competitors who have designed machines for the econony tests to fit smaller wings and have a try at the Abdulla speed test. * * * WE are not aware how it is intended to organise the speed contest. All machines might be started together, so as to give all competitors identical weather conditions. On the other hand, they may be allowed to start when and as often as they like, which would naturally result in a great deal more flying being done, as competitors would constantly attempt to improve on their previous best performance. From the point of view of the public, the latter method would un- doubtedly be preferable, as tending towards more flying, i.e., greater interest, and, after all, not the least important part of this very promising competition will be that of getting the greatest possible number of people interested. It is scarcely to be doubted that after the meeting a very consider- able number of the visitors who have followed the performances and behaviour of the various machines will have become convinced of the safety and economy, not to mention the sport and enjoyment, which the light 'plane provides. Con- sequently by so arranging the organisation that on every day of the week, unless weather conditions are impossible, machines will be in the air from morning to night (more or less), the interest should be sustained. Nothing tires the public so quickly as having to sit or walk about, waiting for something to happen. So far as we can see, whatever criticisms may be levelled at the decision to award the greater portion of the prizes for economy, we do not think the meeting is likely to be a dull one. In fact, it begins to look as if the week on the Downs, or wherever the meeting will be held, will be one of the most interesting in the history of British aviation, not excepting the Military Trials on Salisbury Plain in 1912. * * * WE understand that although the Daily Mail is awarding its prize for the same performance of mileage per gallon as that called for in the rules governing the competition for the Sutherland Prize, competitors will not be allowed to compete for both with the same flight. Presumably this means that before starting a competitor will have to state whether he is attempting the Daily Mail or the Sutherland prize. In the case of foreign competitors the problem solves itself, as they are not eligible for the Sutherland prize. * * * THE very fact that any one flight cannot cover the two competitions should in itself result in doubling the amount of flying, and thus is to be commended. The speed competition should ensure that some of the machines at any rate will be capable of speeds which will enable them to fight against a considerable head wind, which will be necessary for the light 'plane of the future if it is to be of practical use for cross- country flying. Even the " economical " machines, when fitted with small wings, should have a fair turn of speed, and thus it may be assumed that what between the " fast " machines, the " economical " machines, and the " economical- fast '' machines, it may be possible to form a fairly clear idea of what the light 'plane for practical use should be like, even if none of the competing machines incorporates all features. The main difficulty as regards the " fast " machines will probably be climb. We can get good economy with high power loading and light wing loading. We can get reasonably good climb with high power loading and light wing loading, but we certainly cannot get any sort of climb with both high power loading and high wing loading. It will be interesting to see how the required compromise will be made. With an engine of 8-10 h.p. the best climb will probably be about 200 ft./min., corresponding to a climbing angle of about 1 in 20, or 3° (in still air). This is with light wing loading. With heavier wing loading it will certainly not Be nearly as good, and may be 1 in 40 or 50. * * * F next fexv days, or at any rate the next few weeks, will probably see the prize of 25,000 francs offered by le Matin won by a French pilot on a French machine. Barbot has the advantage over anv other competitors that his machine has already been tested and flown for a considerable length of time. Apparently the only stipulation is that the engine capacity must not exceed 1,100 c.c. There is no restriction. mm E E a m m m J51 H H H H E H H E H American Target Glider mounted on an Aeroplane. a 0 H H H 239 ••*-
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