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Aviation History
1925
1925 - 0592.PDF
mm? SEPTEMBER 17, 1925 answer could be given those who regard the seaplane as a craft which may be all very well in its way so long as the sea remains smooth, but which is doomed as soon as a bit of a swell gets up. That the P.N.9 failed to reach its objective in flight does not really matter one jot, although it must naturally have been a very keen disappointment to the Americans. What doesmatter is the striking proof which the incident provided of the amazing seaworthiness of the modern seaplane. And the P.N.9, be it noted, is not a particularly large boat, as will be seen from the photographs and particulars published elsewhere in this issue of FLIGHT. Yet she was able to alight during a gale, in a sea which, in proportion to her size, must have been tremendous, and not only so, but she was able to ride the sea for ten days and nights—not, it must be supposed, without exertions on the part of the crew to keep her " hove to," but nevertheless safely. Does not this feat augur well for the future, when we come to build boats, as assuredly some day we shall, two or three times the size of the P.N.9 ? We think it must be admitted that it does. Incidentally, it would be interesting to know how an ordinary boat of about the same size as the hull of the P.N.9 would have fared in that gale. Not only is the P.N.9 not a particularly large flying boat, but as regards its hull lines it is actually quite an old design, having been developed from the original British Felixstowe F.5 boats, whose flat sides and straight V-bottom it has retained. Improvements there have been, undoubtedly, but these are, we believe, mainly in the matter of construction and not so much in outward shape of hull, and the latest types of flexible hulls of more or less circular section with built-on steps are generally regarded as marking a distinct advance in design, so that with metal construction a vast improvement should be effected. It must, we think, be admitted that in all prob- ability it was the all-metal hull which saved the P.N.9, for it seems unlikely that a wood-constructed, straight-line hull could have withstood for ten days the buffeting which the machine must have received. Thus, a very practical and very convincing proof has been afforded of the soundness of the views ex- pressed by Mr. Simmonds in his paper, and shared by Commander Cave-Brown-Cave during the ensuing discussion, that we should seriously take up the problems of all-metal construction of flying boats. We have, as regards hull shapes, probably the most efficient flying boats in the world in such machines as the Supermarine " Southampton," Mr. Manning's EnglishjElectric Co. machines, the Fairey " Atalantas," etc., and Short Brothers have demonstrated that we can in this country build hulls of Duralumin which are at least as light as wooden hulls, probably rather lighter, and without the disadvantages of water soakage. There is, therefore, apparently, good justi- fication for turning seriously to the problem of all- metal flying-boat construction, and we think equally so for looking towards the future with every confidence. Turning from the subject of design and construc- tion to that of racing, there is also reason to be satis- fied. The fact that both the seaplane challengers for the Schneider Cup race this year have been passed by the Air Ministry is in itself a proof that they are considered worthy to uphold the prestige of Great Britain in the only International air race worth con- sidering. What was the exact top speed stipulated by the Air Ministry as a condition for " lending " the machines to their constructors for the purpose of the race, we do not know. It may be taken for granted, however, that it was a figure which would give the challengers a reasonable chance in the race, and as it is fairly certain that the American defenders of this year's Schneider Cup will do probably, at least, 225 m.p.h., it may be expected that our machines will at any rate do round about some such figure. The Supermarine-Napier S.4 is a twin-float mono- plane fitted with a Napier engine which develops— well, quite a few h.p., and the Gloster-Napier III has a similar engine, and is also a twin float machine, but, true to Mr. Folland's practice, it is a biplane. The former machine will, of course, be piloted by Capt. Biard, while the Gloster-Napier III will be handled by Mr. Broad, the well-known de Havilland pilot. It is interesting to note that Mr. Bert Hinkler is to go to the States as reserve pilot, and it is good news that "Bert," as everyone affectionately calls him, is thus officially regarded as one of our " star turns." Concerning the arrangements this year there is cause for satisfaction. The machines are ready and have been thoroughly tested-out. That is a great step forward, and rather a different story from what has too frequently been the case in the past. The machines and their " crews " will sail in the " Minne- waska," the Atlantic Transport Co. having very generously and patriotically agreed to transport the machines free of charge. In America the U.S. Navy Department has, in a thoroughly sporting spirit, which is duly appreciated on this side, offered to place at the disposal of the British pilots machines for use in practising and in becoming familiar with the course. And, finally, our own Lords Commis- sioners of the Admiralty have promised that H.M.S. " Valerian " shall be present at Baltimore during the races to lend assistance to the British challengers. Never in the history of British aviation have we tackled an International speed race in so thorough a manner, and at last our designers and pilots are to be given a really fair chance. The race is sure to be a keenly-contested one, and there are still plenty of opportunities for slips 'twixt cup and lip, but, subject to no accidents, we should have a good sporting chance, and more than that no one would ask, least of all our pilots. We will conclude by- expressing the wish that the best man—and machine —may win, and the hope that in the -winner may be found one of the British challengers. Lasne Again! SINCE beating the world's speed record over a distance of 1,000 km. (621.4 miles) Ferdinand Lasne, the famous French pilot, has been busy and has now beaten the world's speed records over 1,500 km. (932.1 mile?) and 2,000 km. (1,242.8 miles). Flying the same Nieuport-Delage 42, with 450 Hispano engine, which he used in his previous record flight, and flying over the Villesauvage La Marmogne course, Lasne covered the 2,000 km. in 9 hours 8 J mins. His average speeds were: Over 500 km. (310.7 miles) 219.367 km./h. (136.31 m.p.h.). Over 1,000 km. (621.4 miles) 219.308 km./h. (136.28m.p.h.). Over 1,500 km. (932.1 miles) 218.287 km./h. (135.64 m.p.h.). Over 2,000 km. (1,242.8 miles) 218.759 km./h. (135.93 m.p.h.). The previous records over the 1,500 km. and 2,000 km. distances were held by the American Lieut. Harris, whose speeds were 114.35 m.p.h., and 114.23 m.p.h. respectively, so that the records have been beaten by a wide margin. 592
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