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Aviation History
1923
1923 - 0248.PDF
c For severaljyears it has been evident Engines tnat tnere is the possibility of very considerable advantages in developing aircraft in which the power plant is situated centrally in the fuselage, where it can be more or less under constant supervision of the crew, thus affording a possibility of effecting minor adjustments or even repairs during flight. Apart from this advantage, which is most pronounced in aircraft equipped with more than one engine, it is useful, in certain types of military aircraft, to get the propeller away from the nose of the fuselage so as to get the view and gun position afforded by the machine with engines on the wings. A certain amount of gain may also possibly be obtained by getting the fuselage out of the slip-stream, although this problem is rather complicated by the effect which the inter-action of propellers and fuselages is known to have upon propeller efficiency. The whole problem is com- plicated, and no amount of theoretical speculation can settle it. It is therefore gratifying to be able to announce that this country is not lagging behind, but that work in this direction is proceeding. Else- where in this issue we give a brief description of the Parnall " Possum," and, as the daily press has suddenly discovered the fact, there can be no harm in mentioning that an all-metal machine with two Napier " Lion " engines is nearing completion at the Norwich works of Messrs. Boulton and Paul's. This machine, which may be said to be a develop- ment of the " Bolton " (described in our issue of October 5, 1922), at any rate, as regards the all-metal structure, has central engine housing and transmission drive to four propellers on the wings. From the fact that two such modern ideas in design as all- metal construction and central engine housing are combined in the one machine it will be understood that it is pretty well the last word in aircraft design. **V •••• "\. - .» «• 4> The double crossing of the Channel on From Sunday last was a very fine sporting, y y pg to Barbot performance, and M. Barbot is to be congratulated upon being the first aviator of recent years to cross in a machine fitted with an engine of low power. In many ways the flights were reminiscent of Bleriot's famous flight in 1909, and it is not, therefore, without interest to compare the two, and to attempt to draw from the comparison certain conclusions which appear capable of serving as a measure of the progress made in the intervening years. To begin with, Bleriot's first cross-Channel flight was not by any means the best flight he had made up to that time, but the very fact that the flight was made over water from France to England impressed the public as no other could have done. In fact, general interest in aviation may be said to have begun from that date- MAY 10, 1923 From a technical point of view, Barbot's flights on Sunday were not by any means the best this famous pilot has made, but, as in 1909, the feat caught in a wonderful way the public imagination, in spite of the confusion inevitable caused by applying the terms " glider " and " gliding " to the machine and flights. As a matter of fact, the machine was not, of course, a glider, nor were the flights in any way in the nature of gliding flights, the engine being kept running the whole time. However, that is merely by the way. What matters is that the whole of France and England, and possibly most of the civilised world, at once became interested, and the result may very well be—we think it will be—that just as Bleriot's flight in 1909 marked the beginning of practical aviation, so Barbot's flight marks the beginning of sporting flying, using the term in the sense of flying, which provides excellent sport at a price within reach of the many, and not, as hitherto, confined to a few wealthy enthusiasts. As regards the flight itself, Barbot's machine was fitted with an engine capable of delivering about 16 h.p., and consequently the machine ought to fly rather well with an engine of that power. Do not let us forget that Bleriot's famous flight was made with an engine of only 28 h.p., and one far less efficient and reliable than the present engine. It is nevertheless certain Barbot has done a great deal of very useful propaganda by his flights, and for that he deserves the thanks of all interested in aviation, as does also M. Dewoitine, the designer of the machine. Once more American aviators have focussed the eyes of the world on flight progress m the U.S.A. This time the record took the form of a non-stop flight across America, from New York to San Diego. Using the same Fokker F IV monoplane, with 400 h.p. Liberty engine, on which they recently established a world's duration record by flying for 36 hours, Lieutenants Macready and Oakley Kelly left Roose- velt Field outside New York at 1.38 p.m. on May 2, landing at San Diego at 4.27 p.m. on May 3, having covered a distance of about 3,000 miles in under 27 hours. Dayton, Ohio, was passed in the after- noon, and the aviators dropped a note saying that they were all right and were averaging 92 miles per. hour. Atchinson, Kansas, was passed at 11.5 p.m. on Wednesday night, and Wickensburg, Arizona, at 10.30 a.m. on Thursday. Considering that the flight included one whole night's flying, and the crossing of the Rocky Moun- tains, it was a wonderful performance, and one at which not only the aviators themselves, but the whole American nation may well be elated. Con- gratulations to everyone concerned. Royal Air Force Pageant THE Fourth Royal Air Force Pageant, which was insti- tuted in 1920, will take place on Saturday, June 30, at the London Aerodrome, Hendon, by arrangement with the Grahame-White Company. It is hoped that H.M. the King, Chief of the Royal Air Force, will be present. This annual review of the flying units is an integral and important part of the annual training of the Royal Air Force. A programme has been arranged which will fully equal in interest that submitted in previous years, special attention being devoted to the presentation of demonstrations of the most scientific methods in aerial attack and defence, and to a display of aircraft of the latest types for co-operation with the Navy and the Army and for independent Air Force activities. As in the case of the Royal Tournament, all the proceeds are devoted to Service charities. The King's Cup, 1923 His MAJESTY THE KING has again presented to the Royal Aero Club a Cup for an air race during the present year. His Majesty has approved the conditions, which are similar to those of the Circuit of Britain Air Race last year. The aeroplane and engine must have been constructed in the British Empire, and the pilots must be British subjects. The race, which will be on handicap, will extend over two days, viz., Friday and Saturday, July 20 and 21, starting and finishing at the London Aerodrome, Hendon. The following towns are included in the circuit: Birmingham, Newcastle, Glasgow, Manchester, Bristol. 248
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