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Aviation History
1924
1924 - 0746.PDF
NOVEMBER 27, 1924 already stated, pass through long guides or leads in the fire proof bulkhead so as to reduce fire risk. The engine controls are operated by push-and-pull rods, and an "interlocking arrangement is provided whereby the altitude control is automatically shut when the throttle is closed. The oil tank, which has a capacity of 4| gallons, is mounted below the floor of the fuselage, and bv"a special system of baffles inside the tank, the hot oil is made to circulate forward and backward over the bottom of the tank, which, being exposed to the air, serves to cool the oil. A thermometer is fitted in the oil tank, with an indicator dial in the cockpit. All petrol and oil pipes are of large bore, and are fitted with the R.A.E. metallic coupling in place of the usual rubber tube joints. A spinner over the propeller boss, faired bv a ring of aluminium, fixed to the engine, streamlines the forward portion of the " Jaguar " engine, leaving just sufficient of the cylinder heads exposed to ensure adequate cooling. The main dimensions of the Martinsyde A.D.C. I are given on the general arrangement drawings on p. 743. The item weights are as follow :—Engine, 780 lbs. (355 kgs.) ; propeller and spinner, 41 lbs. (18-6 kgs.) ; engine cowling and fireproof bulkhead, 30 lbs. (13-6 kgs.) ; instruments and fittings, 20 lbs. (9-1 kgs.) ; fabric covering of wings, fuselage and tail units, 62 lbs. (28-2 kgs.) ; tanks, pipes and filters, 85 lbs. (38-6 kgs.) ; aeroplane structure, 850 lbs (386 kgs.) ; fuel, 390 lbs. (177 kgs.) ; oil, 42 lbs. (19-1 kgs.) pilot, 170 lbs. (77 kgs.) ; two Vickers' machine-guns, 66 lbs (30 kgs.) ; ammunition (1,200 rounds 0-303) 86 lbs. (39 kgs.) oxvgen apparatus, 28 lbs. (12-7 kgs.). Total loaded weight 2,650 lbs. (1,200 kgs.). Power loading (on 380 h.p.1, 7 lbs./h.p (3-17 kgs./h.p.). Wing loading, 8-28 lbs./sq. ft.' (40.5 kgs./ sq. m.). O O o o o o o o o o o o o o o o o o o o o o o o o o o o o o o The new 120 h.p. A.D.C. Renault engine, which has been developed by the Aircraft Disposal Co. Maj. F. B. Hal- ford, who was largely respon sible for the original B.H.P. engine, has carried out the design work in connection with the modifications to the Renault. O O O O O O O <•> • <3> • Sir Sefton Brancker's Flight to India OUR energetic Director of Civil Aviation, Air Vice- Marshal Sir Sefton Brancker, on November 20, started on his aerial tour to India, which we outlined in last week's issue of FLIGHT. The D.H.50 machine, piloted by Alan Cobham, left Stag Lane Aerodrome at 1 p.m. for Paris on the first stage of the journey. We need not repeat the details of this tour here, but, briefly stated, the object of the tour is to enable Sir Sefton to make a personal survey of the route of the proposed Imperial airship service to India, including the establishment of aeroplane " feeder services " en route, and to investigate the possibilities of further exten sions of the existing air services. After leaving England Sir Sefton was obliged to land at Poix, at 3.30 p.m., owing to fog, but the following morning the flight was resumed to Paris. The next day they flew on to Cologne, where they spent the night, continuing the following day to Berlin, arriving at the Staaken aerodrome at 12.50 p.m. While in Berlin Sir Sefton took the opportunity of conferring with the German authorities on many important air matters. Amsterdam- Bata via Flight THE Dutch flight from Amsterdam to Batavia, Java, has been brought to a successful conclusion, the three " Flying Dutchmen," M. van der Hoop, van Weerden Poelman, and M. van den Broeke, having arrived safely at Batavia on November 21. Flying a standard commercial Fokker F.VII monoplane, fitted with a Rolls-Royce "Eagle IX" engine, they left Amsterdam on October 1. When crossing Bulgaria on October 4 they had to make a forced landing at Philippop- olis and crashed the machine. This was repaired and a new engine sent out to them from Holland, and on November 2 they continued their journey. After arriving at Bangkok on November 16, as reported last week, they spent the next day preparing for the crossing of the Gulf of Siam, and resumed the flight on November 18, when they flew to Singora on the Malay Peninsula. Flere they spent two days in overhauling the machine, and on November 21 they flew to Medan in the island of Sumatra. They had now reached Dutch territory, and accordingly received an enthusiastic welcome from thousands of spectators, who had come from all round to meet them, as well as an official welcome on behalf of the Governor of the Dutch East Indies. The President of the Dutch East Indies Society Air Force sent the airmen a prize of 15,000 guilders. 'From Medan they proceeded to Munkok the following day, and on November 24 they concluded the journey, arriving early in the afternoon at the aerodrome at Batavia. There was, of course, considerable enthusiasm, and the day was declared a national holiday. They were met by a squadron of military aeroplanes, which guided them into the aerodrome. On landing the three airmen were presented with decorations conferred on them by the Queen of Holland. They have thus covered the 15,000 odd miles in 27 days, excluding the 28 days' stay at Philippopolis. 746
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