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Aviation History
1925
1925 - 0518.PDF
AUGUST 13, 1925 a stretch of marshy land,rand at times it is a matter of some difficulty to reach gliders which have alighted there, but with the aid of a Citroen-Kegresse tractor the machines are usually hauled out of the swamp fairly easily and brought back to the aerodrome at the top of the hill. In theory, Vauville is reached from Cherbourg by " auto- bus," but in practice it was found that this service was not all that might be expected, but again in this connection one should bear in mind that Camp Maneyrol was established for the benefit of designers, constructors and inventors, and not for the purpose of providing an aerodrome easily reached by the general public. The distance from Cherbourg to Vauville is approximately 23 kms, along roads which for the most part are good except the last 5 kms. or so, when the main road is left and the rest of the journey made along what are little more than country lanes. From the aerodrome one can see on clear days the Channel Islands, but usually, we understand, the atmosphere is too misty for this to be possible, and a feature of this region is the sudden changes of weather experienced. THE 1925 VAUVILLE MEETING For the organisation of this year's meeting at Vauville, the French Aerial Association (usually abbreviated to " A.F.A.") was, as usual, responsible, and the meeting was under the patronage of the Under-Secretary of State for Air, M. Laurent-Eynac, as well as being supported by the Muni- cipality of Cherbourg and the Departement de la Manche. In all, prizes totalling more than 100,000 francs were offered, and the tests to be carried out were divided into three main sections or classes : Class I, for light 'planes (Avionettes) ; Class II, for gliders ; and Class III, for instruments. Originally, machines of Class I were to be recompensed to the extent of 51,000 francs, to which, however, certain amounts were added later. For gliders prizes totalling 41,000 francs were offered, another 5,000 francs being available as rewards to inventors of any new special instruments. 13,500 francs were also awarded for the greatest average speed during the two weeks, or, in other words, for the fastest total time, the first prize being one of 8,000 francs, the second of 4,000 francs, and the third of 1,500 francs. The consumption test consisted in covering the course twice, or, in other words, a distance of 140 kms. For the consumption tests, the first prize was one of 2,500 francs ; second prize, 1,500 francs; and third prize, 1,000 francs; the competitor securing first being the one to cover the distance of 140 kms. with the smallest consumption of fuel. In the altitude tests, to qualify in which a height of at least 3,000 metres had to be attained, there was a first prize of 5,000 francs, a ?ecor.d prize of 3,000 francs, and a third prize of 2,COO francs. THE DEMONTY-PONCELET LIMOUSINE, 45 H.P. ANZANI : This is the winning machine in the light'plane class. Standing in front of the machine are (from left to right) M. Poncelet, the constructor, M. Van Opstal, the pilot, and M. Demonty, the designer of the machine. The tests to be carried out by the light 'planes were : A daily speed test over a 70 km. course, a consumption test, and an altitude test. The daily speed test was flown over a 5 km. course, which had to be covered seven times in each direction. The northern turning point of the speed course was on the aerodrome, while the southern turning point was 5 kms. down the coast, and so situated that it took the com- peting machines across a portion of the Bay of Vauville. From the fact that the course was a straight-line one with sharp turns at each end, it will be realised that the speeds actually established were not, and could not be, any real criterion of the actual speed of the machines, since consider- able time must necessarily be lost on such sharp turns. However, as a method of comparison between various machines this should not be of great consequence, except in so far as personal skill on the part of the pilots would naturally affect the results. In the tests the weight of the pilot must not be less than 75 kgs., or 150 kgs. for pilot and passenger in the case of two-seaters, any balance having to be made up in the form of ballast. The engine size was to some extent governed by the eliminating trials, in which machines had to cover a distance of 50 kms. and at the end of this climb to an altitude of 2,000 metres ; the time taken not to exceed two hours, and the petrol consumption must not exceed 8 kgs. for single seaters and 12 kgs. for two-seaters. In the daily speed tests a prize of 1,000 francs was awarded to'the entrant of the machine making the fastest time over the 70 km. course, with a second prize of 500 francs to the machine making the second fastest speed. Prizes totalling The Glider Experiments In the glider class a daily prize of 400 francs was offered for the competitor remaining in the air for the longest period, and a similar daily prize for the competitor attaining the greatest height above the starting point. A first prize of 7,000 francs and a second prize of 3,000 francs were offered for machines which, in the opinion of the judges, were likely to assist in ascertaining such qualities as manoeuvrability, stability or scale effect. For instance, the rules gave as an example of what was meant by this particular section, a machine to which different wings could quickly be fitted so as to enable comparative tests to be made, and to ascertain the full scale lift and drag coefficients of various wing sections. A prize of 15,000 francs was also offered for the best type of glider suitable for beginners without any experience of flying, and 10,000 francs were offered for dynamic flight as distinct from soaring in ascending currents. Finally, there was a competition for greatest distance covered by gliders in a straight line, which was donated with prizes to the extent of 7,000 francs. A Visit to Vauville Towards the end of last week we paid a short visit to Camp Maneyrol, and found that, as regards the light 'planes, the meeting had resolved itself into a competition between a little Caudron monoplane, type C.109, with 40 h.p. Salmson engine, piloted by Vanlaere, and the Demonty-Poncelet cabin machine, piloted by Van Opstal. We were most cordially received by M. Carlier, President of l'Association Francaise Aerienne, 518
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