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Aviation History
1926
1926 - 0157.PDF
Flight, March 11, 1926 CHT AIRCRAFTENGINEER^ AIRSHIPS First Aero Weekly in the World Founder and Editor: STANLEY SPOONER A Journal devoted to ihe Interests, Practice, and Progress of Aerial Locomotion and Transport OFFICIAL ORGAN OF THE ROYAL AERO CLUB OF THE UNITED KINGDOM No. 898. (No. 10, Vol. XVIII.) MARCH 11, 1926 rWeekly, Price 6d.L Post free. 7d. The Aircraft Engineer and Airships Editorial Offices: 36, GREAT QUEEN STREET, K1NGSWAY, W.C.2.Telegran.s : Truditur, W estcent, London. Telephone: Gerrard 1828. Annual Subscription Rates, Post Free. United Kingdom .. 30s. id. Abroad .. .. 33s. Od* These rates are subject to any alteration found necessary under abnormal conditions and to increases in postage rates. • Foreign subscriptions must be remitted in British currency. CONTENTS Editorial Comment PAGE Marine Aircraft ... ... ... ... ... ... ... ... 137 The Southampton-Guernsey Air Route... ... ... ... ... 138 Another Link 138 Duralumin Construction ... ... ... ... ... ... ... 139 The Short S. 7 " Mussel" 140 Aircraft and the Navy Estimates 145 Sir Sanmel Hoare at Oxford 5 Light'Plane Club Doings 146 American Aeronautics (Concluded) ... ... ... ... ... ... 148 In Parliament 150 Royal Air Force 1 R.A.F. Intelligence 1 Correspondence 151 Mar.Mar. Mar. April April 22 ....81 .... 31 ... 8 13 ... DIARY OF FORTHCOMING EVENTS Club Secretaries and others desirous of announcing the dates of important fixtures are invited to send particulars for inclusion in the following list:— 1926 Mar. 18 .... Mr. A. J. Cobbam. "Long-Distance Aero- plane Flights," before R.Ae.S. Entries close for Gordon Bennett Race. Entries close for Schneider Cup Race. Royal Aero Club Annua' General Meeting. Lecture by Marchese de Pinedn, before R.Ae.S. Mr. S. H. Evans, A.F.R.Ae.S., M.I.Ae.E. " The Performance of Modern Aircraft —with special reference to the Variable Wing,'" before Inst.Ae.E. April 15 .... Capt.G.T.R. Hill. "The Tailless Aeroplane," before R.Ae.S. April 21 .... Inst.Ae.E. visit to Messrs. D. Napier and Son, Acton. April 29 Lieut.-Col. V. C. Richmond. " Results of Recent Airship Flight Tests," before R.Ae.S. May .... Gordon-Benne't Ballron Race. May 11 Capt. W. H. Sayers. " The Modern Theory of Aerofoils and its Application to Aeroplane Design," before Inst.Ae.E. July — German Seaplane Competition at Warne- munde. EDITORIAL COMMENT. IF quite extraordinary interest was the paper under the title " The Develop- ment of Civil Marine Aircraft," read by Mr. O. E. Simmonds, M.A.. A.F.R.Ae.S., before the Institution of Aeronautical Engineers on March 9. Not only was the paper a very long one, which dealt fairly fully with a most fas- cinating subject, but Mr. Simmonds had man- aged to collect together a very considerable amount of useful data not, as far as we are aware, hitherto Ma ine published, certainly not in the form Aircraft given by the lecturer. One result of his examination of the subject was that according to the information collected—and the lecturer stated that he saw no reason to doubt its accuracy—the seaplane type of aircraft is by no means the inferior sort of vehicle that a lot of people had imagined, from the point of view of the paying load carried per horse-power. On this particular point the lecturer said he had been appalled to read in a paper by Sir Sefton Brancker before the Royal Aeronautical Society the statement that whilst the D.H. 34 carried 3-1 lb. of paying load per horse- power, and the Handley-Page W.8 3-85 lb., the Supermarine Sea Eagle could only muster 2-19 lbs. Taking the two single-engined machines for com- parison, these figures indicated that the landplane type was 41 per cent, more efficient than the seaplane. Mr. Simmonds proceeded to examine the basis for these figures, and by making allowances for differences in power, engine weight, etc., as well as for the fact that the Sea Eagle was designed as an amphibian flying-boat, the lecturer arrived at the general conclusion that one was justified in assuming that, given the same power units, the efficiency, expressed in paying load per horse-power, was approximately the same for passenger landplanes as for flying-boats. In view of the fact that the D.H.34 was for several years regarded as probably the best commercial aeroplane in the world, Mr. Simmonds's conclusions are highly interesting, especially since it must be borne in mind that, as everyone will, we think, agree, the seaplane has had nothing like the development from which the landplane has benefited. We on B 2
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