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Aviation History
1923
1923 - 0544.PDF
sporting types belong to the latter class, or " Tiefdeckers,"as they call them. Although slightly less efficient aero- dynamically than the " high-decker," the low wing positionhas certain structural advantages that help to counteract the slightly lower efficiency. Also, the low position of the wingfacilitates undercarriage design in that the tips of the wings are closer to the ground and should thus help to prevent over-turning. In a monoplane with the wing resting on top of the fuselage a very wide wheel track seems to be called for, and itis almost useless to fit wing tip skids, as the machine would heel over so far as to cause the wing tip to touch at a sharpangle. In the Albatros sporting type the designers have gone one step further, and have mounted the undercarriage noton the fuselage at all, but on the wing roots. This arrangement has obviously been chosen because not only does a wide wheeltrack result, but, owing to the fact that the undercarriage members are vertical, the wheels can be partly enclosed inthe streamline fairing surrounding each " leg." These " trousers " are well shown in one of the accompanyingphotographs. The wing is constructed entirely in wood, and is planked withthree-ply. In order to facilitate transport it is built in three sections, the centre section remaining in place and carrying theundercarriage. The wing is a pure cantilever, there being no •external bracing whatever. In the fuselage the usual Albatros construction has been SEPTEMBER 13, 1923 employed. It may be recollected that in 1914 an Albatrosbiplane was flown in this country by Herr Robert Thelen, and that already in those days the Albatros designers favoured theall-wood fuselage, consisting of a light skeleton of formers and longerons, covered with thin three-ply wood. The sameconstruction characterises the latest Albatros monoplanes, and certainly appears to have the advantage of keeping itsshape without the attention required by the wire-braced type. The Siemens radial air-cooled engine is neatly cowled-in,and is supplied with petrol from a tank mounted under the pilot's cockpit, inside the wing root. Sufficient fuel is carriedfor a flight of 3J hours' duration at full power. The type L.59 is, as already mentioned, fitted with a 60 h.p.engine, and the L.60 with a 90-100 h.p. Siemens. The total loaded weight of the L.59 is 480 kgs. (1,060 lbs.), the loadcarried consisting of pilot, 75 kgs. (165 lbs.), and 3J hours' fuel (125 lbs.). In the case of the L.60 the total loaded weightis 600 kgs. (1,320 lbs.), and the useful load consists of pilot, passenger, and 81 kgs. (180 lbs.1 of petrol. The L.59 .has amaximum speed at 3,300 ft. of 140 km. (87 m.p.h.) and the L.60 does 145 km. (93 m.p.h.) at the same altitude. Theclimb to 1,000 m. (3,300 ft.) occupies 9 mins. in the case of L.59, and 8 mins. for the L.60. No figures relating to landingspeed are available. The overall dimensions of both types- are : Length, o.a., 5-4 m. (17 ft. 9 ins.) ; span, 10-3 m.(33 ft. 10 ins.) ; height, 2-65 m. (8 ft. 8 ins.). , - ..- TKe Rocfal !flero Clu.of the Uixited OFFICIAL AHOTICES TO ME.MBER5 GLIDING COMMITTEE A MEETING of the Gliding Committee was held on Wednesday,August 29, 1923, when there were present: Lieut.-Col. M. O. Darby, in the Chair, Lieut.-Col. W. A. Bristow, Mr. E. C.Gordon England, Mr. C. R. Fairey, Major O. T. Gnosspelius, Lieut.-Col. F. K. McClean, A.F.C, Mr. W. O. Manning,Lieut.-Col. A. Ogilvie, C.B.E., Capt. W. H. Sayers, and the Secretary. Course.—The circuit over which all the competitions willbe flown is 16$ miles. The circuit will have three turning points, viz. : Summerhouse Hill, New Barn Farm, Lympne• Aerodrome. Additional Prizes.—Correspondence between the Club and Society of Motor Manufacturers and Traders and the British Cycle and Motor-Cycle Manufacturers and Traders Union was considered, and it was decided that the prizes of £ 150 each offered by these two societies should be awarded as one prize. Competitors must be British subjects, and the machine and engine must have been entirely constructed in the British Empire. The same machine and engine must be used throughout. The prize of ^300 to be awarded for the largest number of completed circuits of the course, with a minimum of 400 miles, made during the period of the com- petitions. The Abdulla £500 Prize.—It was decided that thedistance for the speed contest for the Abdulla Prize should be approximately 30 miles. Competitors must pass the Trans-port Test and complete at least one lap of the course in the competitions for the prizes offered by the Duke of Sutherlandor the Daily Mail before competing for this prize. Arising out of various correspondence the Committee made the following decisions :— Transport Test.—The overall width of the machine when transported must not exceed 7 ft. 6 ins. There is no limitation to the number of persons engaged in dismantling the machine, but not more than two persons will be allowed for transporting the machine. The time occupied in dismantling the machines will be included in the three hours allowed for the Transport Test. Any parts used in the Transport Test must be carried in the machine when flying in the competition. Machines must be presented to the Officials fully erectedbefore being dismantled for the Transport Test. Certificates of Airworthiness.—The Air Ministry hasagreed to waive Certificates of Airworthiness and Registration for machines taking part in the competitions. Accommodation.—Accommodation for machines will beavailable at Lympne Aerodrome, near Hythe, from Wednes- : day, October 3, 1923. They will be housed free of charge. Entries.—Entries close October 1, 1923. The entry feeis ^5. This fee, together with entry form, must be sent to the . Royal Aero Club, 3, Clifford Street, London, W. 1. RACING COMMITTEE ' ' A Meeting of the Racing Committee was held on "Wednesday, September 5, 1923, when there were present : Major-General Sir W. S. Brancker, K.C.B., in the Chair, Lieut.-Col. W. A. Bristow, Capt. R, J. Goodman Crouch, Lieut.-Col. M. O. Darby, Lieut.-Col. F. K. McClean, A.F.C., Mr. W. O. Manning, Lieut.-Col. A. Ogilvie, C.B.E., and the Secretary. Schneider International Seaplane Race.—The Com- mittee after carefully considering the organisation came to the following decisions :— Course The turning points at Cowes : Two Mark Boats anchored about 300 yards from the Victoria Pier, Cowes. The turning point at Selsey : White Cross on the ground, in close proximity to the Windmill. The turning point at Southsea : Mark Boat anchored off the South Parade Pier. The Headquarters for Officials during the Race : Pier Head, . Victoria Pier, Cowes. . Officials •-••' ••'••• •» . The following Officials were appointed :—Clerk of the Course : Lieut.-Col. M. O. Darby. Marshals :— Lieut.-Col. A. Ogilvie, C.B.E., for America. ..v.•••-•-r ' / Capt. R. J, Goodman Crouch, for France. ,; ' V ':-•--- D. C. MacLachlan, for Italy. ^:'-: -.-,?• -ri. - Capt. L. T. G. Mansell, for Great Britain. Press_Steward : Brig.-General F. L. Festing, C.B., C.M.G. Offices: THE ROYAL AERO CLUB, 3, CLIFFORD STREET, LONDON. W. i. H. E. PERRIN, Secretary. Trial Flight of Z.R.I ON September 11 the giant rigid airship Z.R.I, which has been built at Lakehurst, New Jersey, U.S.A., made her first trial flight. Leaving her shed at Lakehurst, the airship steered a course for New York City, nearly 100 miles away. The great airship circled over the city, escorted by a squadron of aeroplanes, and her appearance was greeted with enthusiam by thousands of spectators who had collected on the flat roofs of the New York skyscrapers. Passing the Statue of Liberty the Z.R.I dipped her flag and then proceeded to Philadelphia, whence she returned to her shed at Lakehurst, N.J. No attempt was made to drive the ship at full speed, a comfortable cruising speed of about 50 m.p.h. being maintained with the engines throttled down. " 544
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