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Aviation History
1924
1924 - 0584.PDF
' IIM9KI and won first prize in the air traffic competition. This year the same type of machine, but fitted with wing flaps, flew to Prague for the Aero Show there. In Australia, Col. Brinsmead flew no less than 8,000 miles around Australia in 25 days, also on the D.H. 50, and the King's Cup Race was won by Cobham on the same type, Incidentally, it may be mentioned that not only was the- Siddeley " Puma " the same engine, as supplied by the Aircraft Disposal Co., used in the King's Cup Race, but it had not been overhauled, an examination showing that this was not needed. Further comment is, surely, superfluous. To the pilot in the first place must be given due credit for the magnificent performance, but it goes without saying that had he not been mounted on a good machine and seated behind a reliable engine, the flight would not have been possible, so that the firms concerned share with the pilot the glory of the achievement. By his flight, Cobham has done a tremendous amount of good in enhancing the prestige of British aircraft and aero engines, and for that he deserves the thanks of the whole British aircraft industry. • • • It is with a certain amount of pride .., T^PI ^at we ca^ attenti°n- in these notes, Competitions to tne Editorial pages of this week's issue of FLIGHT. Not only is this the largest issue we have brought out since the War, but never before in the history of aviation has any aero nautical journal published in advance, such a full account of all the machines taking part in a com petition. That this has been found possible is, of course, in the first instance, due to the helpful co-operation of the firms concerned, and for that we would take this opportunity of thanking them. But for the information unstintingly (in most cases) given, it would have been impossible, with the best intentions in the world, to have got together the data and illustrations which we are able to present to our readers this week. We are not without confidence that the September 25, 1924, issue of FLIGHT will be filed away for refer ence by readers all over the world, and that whenever the subject of light 'planes arises, they will auto matically turn to FLIGHT for any information relating to British light 'planes. The advantage of having all the descriptions, illustrations and data collected together in a single issue can scarcely be exag gerated. If and when the light 'plane comes to be the popular vehicle which its supporters anticipate, the fact that Britain undoubtedly leads in this parti cular field of aeronautical endeavour, whatever may be the position in certain other respects, will of neces sity result in potential customers abroad no less than at home making inquiries from British firms first, and then the full advantage of a collected account of all the machines. will be felt. We, therefore, think that those who have so generously supported us in the production of this issue of FLIGHT will have no cause for regret, and we have made it a policy that whenever we bring out a special number, it shall be one of real merit. That the present issue con forms to this rule we trust all will admit. With regard to the competitions themselves, the success or otherwise will largely depend upon two factors—the weather and the engines. It may so happen that the former will at last be kind, especially as the competitions are for prizes offered by the Air Ministry, whose task it now is to give us the weather SEPTEMBER 25, 1924 we deserve. A few days of calm weather without fogs will do a great deal towards the success of the Lympne week, and should we be fortunate enough to get such days some very fine performances will, we are satisfied, be put up by the very excellent machines entered for the competitions. The engine question is no less important, and, as we have repeatedly pointed out, the tests to which these little power plants will be subjected are extremely severe, considering that there has been very little time in which to develop new.types, and that the engine capacity has been limited to a figure which is generally considered to be rather inadequate. In fact, if there were such an institution as a society for prevention of cruelty to engines, it would un doubtedly step in and on " humane " grounds prevent the competitions from being held. On the other hand, any engine which gets through the Lympne week without serious trouble will have put up a performance which should cause it to be regarded all over the world as a very excellent engine, and so the severity of the tests may prove a blessing in disguise, whatever may be one's feelings in the matter beforehand. The machines are, almost without exception, excellent examples of the aircraft constructor's art. The workmanship and finish are beyond reproach, and are, we incline to think, if anything, too good. The cost of some of the machines must have been rather prohibitive, due mainly to the fact that the competition is a severe test of efficiency, and that consequently every ounce of weight counts. Thus the machine designed to be cheaply produced would be severely handicapped from the start, and this fact doubtless accounts for the painstaking care bestowed upon the detail construction. Aerodynamically it is to be feared that, generally speaking, there is little of originality. This is not meant to be a criticism, and is probably mainly due to a desire on the part of designers to avoid the introduction of too much experimentation in a com petition. Further development work, both with cheaper forms of construction and different aerodynamic design, will come later. The result is that ten out of the eighteen machines entered are perfectly normal tractor biplanes with external bracing (although attempts have certainly been made to reduce this to a minimum). The other eight machines are mono planes, and the various forms of monoplanes are represented, such as the normal, the high-wing, the low-wing, and the parasol. Thus the competitions should help materially towards settling the question of monoplane versus biplane. As a matter of fact, it seems doubtful whether, taking it all round, there is much to choose between the two, although for ultra- efficiency there is little doubt that the monoplane holds the field. The preponderance of biplanes in the competitions is due mainly to the fact that a premium is placed on low speed. Whatever happens, always excepting impossible weather conditions, the week at Lympne is sure to be a most interesting one, and it should, we think, result in considerable addition to our present store of knowledge and experience. It may be that no very outstanding performances will be put up, but, at the same time, we are not without hope that a few machines, at least, will be something in the way of surprises as to what can be done with low power by scientific design.
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