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Aviation History
1923
1923 - 0440.PDF
There is seating accommodation in the cabin for eight pas-sengers, and the machine carries a mechanic as well as the pilot, bringing the total capacity up to 10 persons. The seatsare arranged along the sides, and the passengers look out through Triplex covered windows in the sides of the hull.As the root of the lower wing is placed in the roof of the cabin, there is nothing to obstructive view, which, as a matter offact, is particularly good in the C.A.M.S. 33. The two engines, as already mentioned, are placed tandem-fashion between the wings. They are enclosed in a streamline nacelle, which should offer but little resistance, although thestrutting necessary would appear likely to bring the power unit resistance up to a fairly high figure. From below,i.e. from the top of the hull, the engine bearers are supported by stout struts forming a letter W, as seen from the side. Thetop plane is supported on a somewhat elaborate structure of steel struts, forming a letter M in side view and an inverted Awith diagonal ties in front elevation. The upper part of this centre-section structure is obviously intended to reduce thestresses in the top spars, there being but one pair of inter- plane struts on each side. The engine nacelle is provided withinspection doors, by means of which the magnetos, carburettors, etc., may be got at. The main petrol tanks are placed insidethe hull, aft of the cabin, from which they are separated by a fireproof bulkhead. g The biplane wings are of usual construction, with sprucespars and three-ply ribs. While the top plane is straight as in all Conflenti designs, the lower plane of the C.A.M.S. 33has a pronounced dihedral. The^wing section, although not JULY 26, 1928 one of the very high lift ones, is fairly deep, and allows roomfor spars of reasonably good depth, thus allowing of the strutting being reduced to one pair on each side. The tandem arrangement of the engines, although havingbeen found in this country and in Germany not to be very- satisfactory when placed on the wings, appears to give goodresults in the C.A.M.S. 33, possibly because it is away from the wings, and it certainly has the advantage that the centreof thrust is in the same position whether one or both engines are running. Incidentally, it is of interest to note that the C.A.M.S. 33is capable of flying, although at reduced speed, on one engine only. This fact should make for good reliability, as in theevent of one engine failing it should be possible to reach port on the remaining power unit. Following are the main characteristics of the C.A.M.S. 33 •Length o.a., 13.27 m. (43 ft. 6 ins.) ; span, 17.62 m. (57 ft. 9 ms.) ; wing area, 92 sq. m. (990 sq. ft.) ; weight empty,2,500 kg. (5,500 lbs.) ; weight of fuel, 540 kg. (1,185 lbs.) • useful load, 960 kg. (2,100 lbs.) ; total loaded weight, 4,000 kg.(8,785 lbs.) ; engines, two Hispano-Suiza of 260 h.p. each at 1,600 r.p.m., total 520 h.p. ; power loading, 17 lbs./h.p. ;wing loading, 9 lbs./sq. ft.; speed at sea level, 175 km. (108 m.p.h.) ; stalling speed, 80 km. (50 m.p.h.) ; speed withone engine running, 130 km. (80 m.p.h.) ; climb, 3,000 m. (10,000 ft.) in 25 minutes ; ceiling, 5,000 m. (16,500 ft.). The standard amount of fuel carried is sufficient for 300 miles,calculated on the assumption that there is a head wind blowing of 10 m. per second (22. 5 m.p.h.). DISARMAMENT AND THE AIR FORCE DURING the debate on July 23 in Parliament upon the Labourmotion for .disarmament the question of the Air Force was several times brought into the picture. Sir Samuel Hoare,Secretary of State for Air, when dealing with this aspect of the arguments, said that while few people regarded theproposed increase in connection with the Air Force with hostility, and still fewer with satisfaction, the great majorityregarded it as a regrettable necessity. Here we were, the capital of a great Empire, the centre of a great industrial life.We had ceased to be an island. Indeed, the fact that we were separated from the Continent by a narrow stretch of seamade the problem of air defence not less but more difficult. We saw the great developments that were taking place all overthe world in air arms. Whilst air raids were sufficiently terrible in the sporadic and infrequent form they took duringthe War, they would be a hundred times more terrible now. The risk was so terrible that, however remote, however friendlymight be our relations with other nations, no Government, Conservative, Liberal, or Labour, could afford to allow it tocontinue. On this account the Government, greatly against their will, were forced to authorise the expansion of theBritish Air Force. This would be a home-base defence force, and would not be available for aggressive and hostile opera-tions beyond the reach of its home bases. He would not go so far as to say that the question of national security wasirreconcilable with the question of a reduction of armaments or total disarmament ; but the only way to reconcile themwas to proceed on two definite principles. In the first place, disarmament must be general. Supposing the Governmentissued an invitation to the world for an international con- ference on disarmament, had they any reason to suppose thatall the Great Powers of the world would attend it ? He was not sure that the practical difficulties of formulating a pro-gramme to submit to such a conference had been sufficiently considered. The reduction of our air forces, for example,raised a number of difficult and complicated questions. Was it possible to limit the use of aircraft in war ? At present thewhole tendency of war was to increase its boundaries, and, in the case of the air, there was the difficulty of defining betweencivil and military aviation. There was the fact that if they restricted the development of military aviation they might beimpeding or restricting the development of the means of communication. There were also practical difficulties in theway of restricting the number of military machines and pilots. Over and above these difficulties, there was the fact that airpower did not consist in the actual number of machines or the actual number of pilots, but in the capacity of any countryindustrially; its capacity of material and wealth to develop an air force quickly. Although not agreeing to the summon-ing of an immediate conference, the Government were exploring all these approaches towards a reduction of arma-ments. They could point to the fact that although our Imperial commitments had increased, the number of men inthe forces of the Crown—even including the Air Force—was many thousands less today than it was in 1913. That was theevidence of their good will, and he asked the House to allow the Government to choose the best time and to accept theamendment to the resolution rather than to force the Govern- ment into an action which might have the Opposite effect fromthat which they all desired. ZENITH CUP COMPETITION THE flying competition for the Zenith Cup, which took place on Saturday and Sunday last, although on distinctly original lines, was not, it would seem, a particularly exciting event— only three out of nine" entries finishing. Entries for this race were limited to a maximum of 275 kg. (606 lbs.) of fuel, and the total distance of 770 km. (480 miles) for the two stages (Orly, Paris, to Bron, Lyons, on the Saturday, and back to Orly on the Sunday) had to be covered with a minimum average speed of 70 km. (43 miles) p.h. The prizes offered were as follows :—1st, 30,000 fr. ; 2nd, 5,000 fr. ; 3rd, 3,500 fr. ; 4th, 2,500 fr. ; 5th and 6th, 2,000 fr. The nine entries for the Zenith Cup consisted of :—Finat (15 h.p. Dewoitine) ; Maneyrol (15 h.p. Peyret monoplane) ; Brussaux (70 h.p. Buscaylet monoplane) ; Lafon and Roques (80 h.p. Anzani-Potez (2-35 h.p. Anzani) type VIII biplanes) ; Becheler (80 h.p. Le Rhone-Caudron C.27 biplane) ; Bajac (120 h.p. Le Rhone-Spad 29 biplane) ; Vanlaere (180 h.p. Hispano-Suiza-Caudron C.59 biplane) ; Bossoutrot (300 h.p. Salmson-Farman F.90 limousine). Of these, three—Maneyrol, Brussaux and Bajac—were non-starters. The six remaining competitors started on Saturday morning at intervals of afew minutes. Finat returned almost immediately, and landed owing to engine trouble. He made a second start, but afterabout four circuits of the aerodrome, finally decided not to proceed. Lafon landed at Pretty, 80 km. from Lyons, soonly four reached Bron. On the second stage, Bron-Cvrfy, Vanlagre dropped out,thus leaving the race to Bossoutrot, Becheler and Roques, who all successfully completed the final journey. First place in the competition was- obtained by Bossoutrot(300|h.p. Salmson-Farman), whose consumption of petrol was 235.77 kg. (520 lbs.), or 475 grammes per kg. of load carried.His average speed was 71 m.p.h. This is the second Farman success this season. Roques on the 80 h.p. Anzani-Potez biplane came second,with a consumption of 94.05 kg. (207.4 lbs.J or 616 grammes per kg. of total load. Third place therefore went to Becheler, on ihe Hispano-Caudron, with a consumption of 184.43 kg. (40fcr 6 lbs.), or 922 grammes per kg. of load. 440
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