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Aviation History
1923
1923 - 0687.PDF
NOVEMBER 8, 1923 have had to fly under some high-tension electric cables, withthe possibility of having to land on a railway line along which a heavy goods train was just passing. The distance covered,in a straight line, was, as already mentioned, about 12 miles. It is of interest to note that the altitude difference between thestarting and alighting points was about 550 metres, so that the gliding angle worked out at approximately 1 in 34 -6. Asthis is more than double the actual gliding angle of the machine Herr Bottsch evidently got quite a good deal of liftfrom the various spurs and slopes along the course. * * * IT is of interest, in this connection, to mention that forsome distance Herr Bottsch was followed by two eagles, one of which could not reach the altitude of the glider, while thesecond managed for a short time to follow the machine about 20 ft. below it and 50 ft. away from it. It was noticeablethat the birds could not keep up with the machine in the matter of speed either, as even the one most nearly on Bottsch'slevel had partly to fold its wings to try to get a little extra speed. However, it soon gave up the race. * * * ON more than one occasion we have expressed regret inthese columns at the way in which pure gliding has been allowed to drop entirely in this country. While we are firmbelievers in the future of the light aeroplane, we do think that no harm would have been done had its advent been delayedfor a year or two, so as to give us an opportunity to make a more scientific study of the problems of gliding and soaringflight. At any rate we should carry out practical research along both lines rather than develop the power-driven machine^at the expense of the glider. In Germany the students, although realising the possibilities of the light 'plane, havenot been in a hurry to abandon gliding for the flying of light 'planes. Although this has no doubt been due partly to theabsence of a suitable low-power engine at a reasonable price, it is, we think, far more caused by the desire of Germanexperimenters to learn more about gliding and soaring before proceeding to motor-driven flight. And in this we think theyare right. * * # IN view of the lack of knowledge to which we still have toconfess when it comes to the problems of soaring flight (gliding in ascending currents is very simply explained anddoes not appear to offer anything specially interesting from a scientific point of view), we welcome the paper to be read byDr. E. H. Hankin, M.A., before the Institute of Aeronautical Engineers this week (on Friday, November 9). Dr. Hankin hasmade an exceptionally close study of the evolutions of birds in gliding, soaring, and circling flight, and is thus extremelywell qualified to speak on the subject he has chosen, i.e., " The Soaring Flight Question." We have been privileged to see anadvance copy of the paper, and would advise all who can possibly do so to go to the lecture on Friday (tomorrow)evening. Dr. Hankin devotes a good deal of the paper to observations of steep upward glides in descending currents, andas this phenomenon appears in direct opposition to the accepted theory of gliding in ascending currents, the lecture andthe discussion following it should be of more than ordinary interest. We believe that the lecture hall at the Engineers'Club, Coventry Street, W. 1, is open to non-members of the Institution of Aeronautical Engineers, and if any non-memberwill apply to the Hon. Secretary, Mr. L. Howard Flanders, I.Ae.E., 60, Chancery Lane, London, W.C. 2, we believe theywill have no difficulty in securing admission to the lecture. The meeting commences at 6.30 p.m. FLYING across the Atlantic in a light 'plane sounds rather atall order. Yet we have been informed that a scheme to make the attempt has been put forward in all seriousness bya British pilot. At first sight the proposition seems pre- posterous, until it is remembered that the fuel consumptionof a light 'plane engine is very low, and that consequently the amount of fuel to be carried for a given distance is not very great. Let us examine briefly the technical factorsinvolved in such a scheme. * * * THE distance across the Atlantic is approximately 2,000miles (from Ireland to St. John's, Newfoundland). Assuming that the light 'plane to be used would do an average, of 50 milesper gallon, then in still air 40 gallons of petrol would be required. At least 25 per cent, should be added to that foremergencies, giving a total of 50 gallons, or 350 lbs. Add to that 50 lbs. for oil, and the fuel weight becomes 400 lbs.Probably the machine could be built for an empty weight of 450 lbs., so that if the weight of the pilot is 150 lbs., the totalloaded weight would be in the neighbourhood of 1,000 lbs. * » * IF we assume that the engine used would develop, at thestart, 25 h.p. the power loading becomes 40 lbs./h.p. By keeping the wing loading fairly low, say at 5 lbs./sq. ft.(giving an area of 200 sq. ft.) it would probably be possible to get such a machine to take off with its full load. If necessaryit might be assisted by rubber cord launching. * * * FROM the technical point of view, therefore, it would appearthat the scheme is just about possible. A small element of bad luck would be sufficient to wreck it, but, on the other hand,a following wind and favourable weather conditions as regards visibility, etc., would help very materially and would reduce the time taken. * • * THE greatest obstacle appears to be the human element.It could not be assumed that an average speed much greater than 50 m.p.h. could be maintained, which would mean aflight of 40 hours' duration. It would be a tremendous strain on a pilot to keep going for that length of time, althougha man in first-class condition and in thorough training might manage to get through the ordeal. « * * THE engine question would also be serious, but to take butone example, it should be remembered that the Bristol " Cherub " has already successfully passed a non-stop run of50 hours at 90 per cent, of full power. This was, of course, on the test bench, where an engine can be better looked afterthan it can in the air, but, nevertheless, there is reason to believe that even in the air a non-stop run of 40 hours or sowould not be beyond the capacity of a good engine. * * • THE scheme is not without its fascination, and if nothingelse it does call attention to the fact peculiar to the low-power aeroplane that the addition of fuel for several more hours'flying means but a relatively small increase in the weight. For rough and ready comparisons one may take the con-sumption as 1 gallon per hour, whereas in the ordinary aeroplane of even a moderate power of 100 h.p. or so theconsumption is not far short of ten times that amount. Before starting on such an ambitious scheme as that outlined,however, we think it would be advisable to attempt a few duration " records," or even distance flights overland.London to Marseilles would not be bad for a start, and if the flight from London to Malta could be accomplished by a lightaeroplane before the three-engined commercial aeroplane for which the Air Ministry is issuing specifications even comesinto existence, the situation would not be without its humorous side. * * * MR. S. H. PLATEL, of 14, Cecil Mansions, Marius Road,Balham, writes us to say that as an ex-Observer of the R.F.C. he would be pleased to hear from anyone intending to start aglider club, as he is keenly interested in this new phase of aviation. * * * FROM Hill Bros., 4, Evington Street, Leicester, we havereceived a request to publish the following announcement : " Will those residing in or near Leicester, who would beinterested in the formation of a Light 'Plane or Glider Association in Leicester please communicate with Hill Bros.at above address ? " 4£ Miles per Minute FROM New York it is reported that Lieut. Brow, who wassecond in the Pulitzer Trophy Race, on November 2, estab- lished a new world's speed record by flying over the 3 km.straight course at an average speed of 257 r5 m.p.h. Ensign Williams, winner of the Pulitzer, also made an attempt, andactually improved slightly on Brow's speed. On finding this Brow went up again, and is credited, on his last attempt,with a speed of 265 m.p.h. ;, Mr. Rowledge's Paper before I.Ae.E. OWING to an oversight the date of Mr. Rowledge's paperon " Water-cooled Aero Engines " has been given as December 9. This should be December 7. The paper is tobe delivered before the Institute of Aeronautical Engineers at the Engineers' Club, Coventry Street, at 6.30 p.m. Non-members of the Institute will be admitted on application to the Hon. Secretary, Mr. L. Howard Flanders, Institute ofAeronautical Engineers, 60, Chancery Lane. 687 , ... v
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