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Aviation History
1924
1924 - 0672.PDF
ascended from Hendon, he found himself unable to get back, and decided to " run before it," which he did, and arrived safely at Brooklands. If we have not improved our machines since those days, then the sooner we realise the fact the better, and one way of putting the matter to a practical test would be to fit a modern machine with the old engine. If it performed reasonably well there should be no difficulty in making a 2,000 c.c. engine running at somewhat higher revolutions, such as 1,700-1,800 r.p.m., and with modern valve gear, etc., fly a two-seater with full load. (The " Y "- type Anzani was, we believe, in the neighbourhood of 3,000 c.c.). The low speed should give good propeller efficiency without gearing. * * * IN last week's issue of FLIGHT it was pointed out that a number of incidents and items in connection with theLympne competitions had to be held over owing to lack of space, it being desired to give a full account of the actual results obtained. It is hoped that, although by now more than a week has passed, considerable interest still attaches to the doings at Lympne. * * * FIRST and foremost a word of appreciation should be said about the manner in which the Royal Aero Club carried out the organisation of the meeting. It will be realised that in the very nature of things there were many possibilities of friction due to misunderstandings in connection with the organisa tion. It speaks well for the manner in which the Royal Aero Club carried out its difficult task that so far as we were able to learn there was not a single complaint made by com petitors. What with high-speed and low-speed tests, taking off and pulling up, etc., tests in which all competitors were to be allowed the same number of attempts, and the courses for which often had to be arranged at very short notice, it can be imagined that it was a most difficult matter to satisfy everybody. Yet, as we have said, we heard no single " grouse." * * * THE very greatest interest was shown in the competitions, not only by the Air Ministry, but also by the Royal Air Force. Air Vice-Marshal Sir Sefton Brancker was present throughout the week, as was also Air Vice-Marshal Sir Geoffrey Salmond and Air Commodore Halahan. Air Commodore Brooke- Popham paid a flying visit to the competition and spent several days at Lympne. * * * OF distinguished visitors from abroad there were quite a number, and the Air Attaches of foreign nations were interested spectators during most of the days. Capt. Victor Simonet, who has done so much to help forward the light 'plane movement in Belgium, was present and met many of the friends he made at last year's Lympne meeting. From Germany we had a visit by Herr Robert Thelen, one of the pioneer German pilots, and his friend Herr Schubert, chief designer to the Albatros company of Berlin. Altogether, it is safe to say that the meeting was followed very closely by representatives of most European countries. * * * ONE of the sights to which one came to look forward was -the arrival every morning of Doctor Whitehead Reid. One day he would come over on his S.E.5 with R.A.F. engine and the next on his Avro 504k. He would make a split- air bank, a few Immelmans and a loop or two for good measure, and then alight. We wish there were a few more good sports men like the Doctor. * * *f AFTER the Grosvenor Cup Race Cobham, on the D.H.53, gave a very pretty exhibition of vertical banks, while Longton, on the Hawker " Cygnet," did some " crazy-flying." The way in which he handled the light 'plane was wondrous to behold, and, watching it, one wondered how any pupil could possibly hurt himself on one of these machines. Doing all the things we were taught were wrong seemed to make not the slightest difference. * * * THE doping of light aeroplanes seems to present a problem in itself, and it is therefore all the more gratifying to be able to record that the general standard was high. Incidentally, a large proportion of the machines were doped with Cellon. * * * THE qualitv of the oil and petrol used during a competition of such a searching nature as that at Lympne is obviously of the greatest importance. It is therefore interesting to note that in the Grosvenor Cup Race " Shell " was used by the winner, Bert Hinkler, on the Avro " Avis," and by five more out of the nine machines which completed this difficult test. The British Petrolum Co., Ltd., inform us that they have received a letter from Mr. Maurice Piercey, who won first prize on the Beardmore " Wee Bee I," in which he states that " Every mark contributing to this success was scored on ' B.P.' Spirit." As regards oil, " Castrol " was used by Piercey (1st prize), Uwins (2nd prize), Comper (reliability test), and by every other machine that won any section of the competition. <•> <$> <•> <•> TWO BIG AIRSHIPS' FLIGHT ON Sunday, October 12, the ZR3, the rigid airship built by the Zeppelin Co., at Friedrichshafen, for the American Government, started on its 4,500 mile voyage to Lakehurst, U.S.A. For several days previous to the actual start, it was announced that ZR3 would leave for America, but each time something or other caused a delay. With Capt. Eckner in command, and with Capt. Steel and three American experts representing America, the ZR3, after final farewells all round, rose gracefully into ths air shortly after 6 a.m., to the strains of " Deutschland iiber Alles " from a military band on the ground, and with garlands of flowers hanging from the gondolas. After circling Lake Constance, the airship steered a westerly course towards the Rhine. At 8.15 a.m., it passed over Basel at a height of about 1,000 ft., and half an hour later Capt. Eckner sent out a wireess message stating that the ' were then clear of cloud and were passing over Montbeliard, near Belfort. They passed over the Loire at 11.30 a.m. and by 3.30 p.m. they were crossing the mouth of the Gironde. At this point, apparently, it was decided to take the southern route, via the Azores and Bermuda, for at about 4,30 a.m. a message was sent from the ZR3 stating that they were half-way between Spain and the Azores, and that everything was proceeding smoothly. Another message, timed 8.36 p.m., said that the airship was crossing Cape Ortegal, Corunna. The ZR3 passed over Horta, Azores, at 2.35 p.m., on October 13, flying at a speed of 66 m.p.h. Half an hour later a message was sent saying that they were 130 miles west of Fayal, Azores. At the time of writing reports of the progress made by " ZR3," after passing the Azores are vague and scattered. However, on Tuesday it was reported that a storm was brew ing in the North Atlantic and it was not certain what course the " ZR 3 " would take on the final stage of the journey in consequence. A wireless message from the airship received by the U.S. Navy Yard at 1 a.m. on Tuesday said :—" Passed Azores afternoon. Dropped bag personal mail from crew by parachute as passed over village. Rose 5,000 ft. Running with three engines for economy. Making 48 knots, air speed. Following breezes, and heading for Lakehurst." Later a message came through reporting that they were surrounded by thick fog and asking for compass bearings. At 4 p.m. the " ZR3 " sent a wireless message to Boston saying they had turned north for good weather, leaving fog and rain behind. They were going at a speed of 70 knots in the direction of Cape Sable (Nova Scotia). The next report stated the " ZR3 " was off Nova Scotia, making 65 knots, at 12.15 a.m. (Wednesday, October 15), At 4.20 a.m. the " ZR3 " passed over Boston, and at 4.40 a.m. it flew low over Providence, Rhode Island. At 7.50 a.m. " ZR3," sailed over New York, where large crowds assembled, and shortly after arrived safely at Lakehurst, N.J. Thus, for the third time, the Atlantic has been crossed by airship. Another big airship flight has been made during the past week, in this case, by the American-built rigid, " Shenan doah." On October 7, the airship, manned by a crew of 37 under the command of Commander Lansdowne, and filled with helium gas, left Lakehurst for a test flight of 7,000 miles to the Pacific Coast and back. It carried fuel and food for five days. Passing over South Carolina for Georgia, it arrived over Atlanta at 4.35 a.m., on October 8. By noon the " Shenandoah " had crossed the Mississippi, and at 7.25 p.m., it arrived at Fort Worth, Texas, where it was moored to a mast for the night, and fresh supplies of helium taken in. The following morning the airship started off again, passing over Eastland, Texas,, at 12.30 p.m. That night a gale sprang up, and the airship had a rough and alarming time crossing the Rocky Mountains. At one time it narrowly missed disaster, when it flew within 15 ft. of the top of Picacho Peak (Tucson). However, the " Shenandoah " arrived safely at San Diego at 10.2S p.m., on Friday, October 10. Whilst the airship was being moored, the rear gondola was damaged, so that the airship was forced to remain at San Diego for the time being until repairs were effected. 672
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