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Aviation History
1924
1924 - 0475.PDF
LENGTH 2T-4 SPAN 39-4" WING AREA . 194- SQ. FT DEMONTY- PONCELET MONOPLANE AO f-P GRECOIRE-ENGINE The Demonty-Poncelet monoplane: General arrangement drawings. have their maximum chord and depth at the points of attach ment of the bracing struts, tapering to root and tip from this point. It is claimed that owing to the strut bracing, and to the fairly good angle of the struts, the wing strength is very- great, while the weight is small, the wings weighing 4-5 kgs./ sq. m. (approximately 0-92 lb./sq. ft.), including the bracing struts. |t The Gregoire engine is mounted in the nose of the fuselage, and is, as already mentioned, of the fouT-cylinder-in-line type. It is, however, mounted with its cylinders hanging down and its crank-case uppermost. It is, in fact, this mounting which has made the Demonty-Poncelet possible— at any rate, to a large extent, as the view is only obstructed to a very small extent, much less than would have been the case had the engine been of the usual type. The engine, by the way, is a pre-war type and not very light for its power nowadays, although when it was produced in 1913 it was considered quite a light engine. It is stated to develop 43 b.h.p. at 1,240 r.p.m., and to have a fuel consumption at full throttle of 14-2 litres (3-12 gallons) per hour. The weight is given as 90 kgs. (198 lbs.) dry, and 111 kgs. (245 lbs.) with water and radiator. The radiator is a Lamblin mounted <$> <$> Roumania : Ratification of the International Air Con vention IT is notified by the Air Ministry (No. 70 of 1924) that, the Roumanian Government having deposited its ratification of the International Air Convention on May 31, 1924, the Convention came into force for Roumania, in respect of the contracting states, on July 10, 1924. R.A.F. Cadetships THE following are declared by the Civil Service Commis sioners to be the successful candidates at the competition held in June last for admission to the Royal Air Force Cadet College, Cranwell. Their admission, however, is conditional on their having passed a medical examination :— R. K. Hamblin, J. C. Cunningham, P. W. Mollard, A. H. P. Kilcoin, H. Waring, J. K. L. Dickson, W. G. Abrams, B. C. Yarde, E. O. Wanliss, R. F. Part, L. C. Bennett, W. J. H. Lindlev, J. F. Ginnett, H. H. Martin, B. M. Cary, R. S. Darbishire, D. R. Hall, H. B. Maugham, P. L. P. Marett, G. Stevinson, R. P. Whelan. T. J. Arbuthnot, G. B. Cruick- shank, J. Marson, C. E. Chilton, F. J. Moon, H. F. M. Pick- ford, D. N. Roberts, L. D. C. Ingle, D. K. Horsfield, V. B. J. Jackson, R. P. H. Utley. Hon. King's Cadets who have Qualified : P. L. A. Berthon, H. A. Purvis. New York—San Francisco Air Mail. THE " Right Through " New York—San Francisco Air Mail Service, which was started a little while back, has so far proved to be a success. This day and night Transconti nental service has, in spite of severe electrical storms, just successfully completed the first 15 days' actual service without a single hitch. Out of the 80,400 miles flown, 26,550 above the top centre-section of the wing. The petrol tank is suspended from the ceiling of the cabin, giving direct gravity feed to the carburettor. The tank is filled from outside, and has a capacity sufficient for three hours. The undercarriage is of simple type, consisting of a divided axle, hinged in the centre of the floor of the fuselage, carrying two wheels measuring 650 mm. by 80 mm. The rubber shock absorbers are attached direct to the fuselage bottom rails, as in last year's Poncelet machines at Lympne. The tail is of usual Poncelet type in that there is no fixed tail plane, but a very large balanced elevator. The fin is part of the fuselage, while the rudder is placed wholly above the tail. The tail skid is a leaf spring supported on a sub stantial swelling or spur on the stern post. Following are the main dimensions, weights, etc., of the Demonty-Poncelet monoplane two-seater : Length o.a., 6-5 m. (21 ft. 4 ins.) ; span, 12 m. (39 ft. 4 ins.) ; height, 2-55 m. (8 ft. 5 ins.) ; wing area, 18 sq. m. (194 sq. ft.) ; weight, empty, 330 kgs. (726 lbs.) ; total loaded weight, 520 kgs. (1,144 lbs.) ; wing loading, 5-9 lbs./sq. ft.; power loading, 28-6 lbs./h.p. ; maximum speed, 125 kna.p.h. (78 m.p.h.) ; landing speed, 50 km.p.h. (31-2 m.p.h.). miles were covered at night. Incidentally, it may be stated that letters for the air mail can be posted in special distinctive boxes located all over the United States. Roughly, it costs Ad. per oz. to send a letter from New York to Chicago, or 1,000 miles, and Is. per oz. from New York to San Francisco. 115,000 Miles on Commercial Service As demonstrating the reliability of the present-day British aero engine when carefully looked after it is interesting to record that one Napier engine installed in a " D.H.34 " aeroplane in use by the Imperial Airways has recently- com pleted 115,000 miles and is still in service. This distance, representing over four and a-half times round the world, has been mainly- flown on the London-Cologne r.ti'zi. An Avro Defies the Elements THE recent mishap to the Avro seaplane (Armstrong- Siddeley " Lynx ") of the Oxford University Arctic expedition, which is being led by- Mr. G. Binney, demonstrated very- clearly the high qualities of Avro construction. Mr. Binney. it will be remembered, left Green Harbour (on July 15) on the seaplane, with Capt. Ellis as pilot, intending to fly to Liefde Bay. They made a forced landing and for 18 hours thev battled with a strong tide and heavy- sea before they were rescued. The seaplane was salved and was apparently very- little the worse for the ordeal, as may- be judged from the following wireless message sent by Mr. Binney to A. V. Roe and Co.: "Most sincere congratulations on amazing sea worthiness of seaplane ; 18 hours' heavy seas, undamaged floats dry. Ellis, nine years' seaplane experience, considers performance unrivalled. Undoubtedly owe our lives to your fine workmanship.—Binney, Oxford Expedition." 475
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