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Aviation History
1926
1926 - 0387.PDF
JUNE 10, 1926 position or in one of the two outer positions, and the same applies to the rudders. Equally, the two halves of each of the tail planes are identical, so that a spare for either tail plane can be used at will on the port or starboard side. Another unusual feature of the tail design is the method adopted for trimming the tail. Owing to the rigidly-braced biplane structure, the usual tail trimming gears could not well be employed, and in place of this the designers of the D.H.66 have adopted a system which is similar in principle to, although quite different in detail from, the tail plane-trimming gear patented by the Westland Aircraft Works. The lower tail plane is hinged to the main fuselage at the rear ends of the top longerons, and is braced by an inverted pyramid of steel tubes meeting at a point in line with the lower surface of the fuselage. A worm gear is interposed between the fixed portion of the fuselage and the apex of this inverted pyramid, so that when the worm gear is rotated the top of the pyramid is brought closer to or farther away from the fixed fuselage structure, according to the direction of rotation. The tail- trimming gear, steel-tube pyramid, etc., are enclosed in a light casing, which serves to fair off the rear portion of the fuselage, and means are provided for covering up the gap between the fixed and moving parts when the tail is trimmed to its smallest angle of incidence. The Undercarriage The undercarriage is of conventional type, with bent axles and V supporting struts, of which the front ones are telescopic and contain the usual rubber blocks working in compression. Generally speaking, the undercarriage is similar to that of the D.H.54, which has already been illustrated in FLIGHT. The Power Plant Reference has already been made to the mounting of the three Bristol " Jupiter " engines, and to the illustrations showing the engine plate for the central engine and the wing structure supporting the engine plates of the wing engines. A reference to the front elevation of the machine will show that by so arranging the design that the central engine is con- siderably above the level of the wing engines, it has been possible to avoid overlapping of the propeller discs without placing the wing engines excessively far out from the fuselage. Experience with three-engined machines seems to show that flutter and vibration are apt to occur when the propeller discs overlap, and in the D.H.66 there should be no trouble on this score, as the slip streams should clear one another by a considerable margin. The main petrol tanks are placed in the centre section of thetop plane so as to give direct gravity feed to the engines, with consequent simplification of the petrol system. As themachine is required to have a rather large cruising radius, the petrol capacity is high, i.e., 300 gallons, and in contemplatingthe machine from the point of view of paying load carried, this fact should be kept in mind, as the fuel and oil to becarried account for no less than 2,500 lbs. of the disposable load. Certain other features of the D.H.66 are worthy of a closerstudy, but it is preferred to defer a reference to these until a later date, when the machine is in a more advanced state ofcompletion, and when certain other features can be illustrated by photographs and sketches, which is not possible at thepresent moment. No performance figures are available at present, but the following figures of weight, etc., may be ofinterest. The weight of the machine empty is 9,060 lbs. The weight of fuel and oil is 2,500 lbs., and of pilot and navigator360 lbs., leaving a paying load of 2,260 lbs. As the total loaded weight of the machine is estimated at 14,700 lbs., thereis an item of 520 lbs. not accounted for. This weight is believed to be represented by instruments, cabin equipment,etc., which are not included in the figure for empty weight. As the wing area is 1,536 sq. ft., the wing loading is 9-57lbs. sq. ft. LIGHT 'PLANE CLUB DOINGS London Aeroplane Club 'IHE flying time for the week ending May H was 41 hours 35 minutes.Die following: Members had living instruction :—G. Quirk, B. B. Tucker, Miss O'Brien, T. H. O. Richardson, O. J. Tapper. G. Eady, S. O. Bradshaw,A. G. D. Alderson, J. H. Saflery, R. C. Presland, F. S. Adams. O. J. Marstrand, !. C. Parkinson, G. Black, Capt. Godfrey, J. W. K. Malcolm, G. \V. Hall,.1. G. Links, C. E. V. Hewland. E. Cooper, E. I). Moss, Sir John Rhodes, H. Solomon, Dr. Wall, E. K. Myth, O. J. Barros, J. A. Simson, Mrs. Eliott-Lynn. The following Members made solo flights for the first time :—E. D. Moss,G. Quirk, A. G. D. Alderson, S. O. Bradshaw. R. C. PresJand, The following Members also made solo flights :—X. J. Hulbert. W. Hay, E. S. Brough,A. Lees, R. Malcolm, Major K. M. Beaumont, G. W'allcousins, W. Roche Kelly. H. Kennedy, G. H. Craig. The following Associate Members were given joy rides :—Mrs. Malcolm,Miss Henderson, Mrs. Black. G. T. Witcombe the second pilot instructor, is away ill, and Squad.-LeaderM. E. A. Wright kindly assisted in the flying instruction work. In order to cope with the increasing demand for instruction in flying, the Club hasengaged S. L. E. St. Barbe as pilot instructor. J. S. M. Michie, who has been with the Club since it started as GroundEngineer, has obtained his Aviator's Certificate. The tests were successfully carried out at Lympne during the time the Club machines were there onstrike transport. Mrs. Eliott-Lynn has now satisfied all the requirements for a "B" Licence.The night flying' test was done on Monday, May 31, 1926, starting at HI p.m., from Stag Lane, and finishing at 111.311 p.m. Mrs. F.liott-Lyun, who receivedall her training at the London Aeroplane Club, is the first Member to satisfy the requirements for a '' B " Licence. Sir John Rhodes, who gained his Aviator's Certificate last week, has takendelivery of his own D.H. '' Moth," and on Saturday last made a trip to Ostend". The Midland Aero Club REPOKT, week ending June 5 : Machines serviceable. One. The attendance at the Aerodrome has been fairly regular during the pastfew weeks, but owing to very unsettled weather, and the fact that one machine has been unserviceable for some time with engine trouble, only alimited amount of flying has been done. The Club has now five Members ready for " A " Licence, and In ah initio solo pupils. Most of the flying work is done between the hours of 6 p.m.and 9 p.m., as very few members are able to get away from business during the day time. Both machines EBLW and EBLT have nearly completed 21)0 hours each,and are still in excellent condition. The Club's new hangar and quarters are progressing rapidly, and shouldbe ready for occupation at the end of July. The Newcastle-upon-Tyne Aero ClubREPORT for week ending June 6. Total flying time, 40 hours 55 mins., all on G-EBLY, (Bernicia), as the engine of LX is at the makers' for over-haul. Dual, 13.25; solo, 16.3(1; tests, 10 mins. Passenger, 1 hour 10 mins.Photographic flight to Epsom, 9 hours 4(1 mins. The following Members flew under instruction:—Mrs. Marcks, Miss Leathart,Col. Sir Joseph Reed. Messrs. Phillips, Bruce, Thirlwell, George, Twine, J. Bell Barnes, W. Todd, Palmer and Dr. Dixon. Pilot Members : Mr. R. X. Thompson flew with Mrs. Thompson andMr. Davidson, as passengers. Mr. X. S. Todd took Mr. Campbell for one /light. Solo : Mr. Macmillan, Mr. Phillips, Mr. C. Thompson, Dr. Dixon.Passengers with Major Packman, Miss Dixon, Mr. Baker. Mr. Phillips was " launched " on the 4th, and Dr. Dixon on the 6th, both putting up ex-cellent performances after just over six hours' dual instruction each. The total time flown from the commencement (September last) to date-is 717 hours, 62 members have received instruction, 8 have licences, and n are now flying solo.Major P.icknian took a representative- of the Newcastle Chronicle, Ltd., to Epsom on Derby Day, but met with appalling weather conditions, havingcontinuous rain throughout the journey except for about 15 miles out and on return to the Aerodrome, though the weather there was perfect all thetime. The Club was honoured with a visit from Brig.-General J. Weir, on hisDeH. 51A, on Monday, May 31, when he called for lunch. Unfortunately, Major Packman takes his holiday on Monday, and it is usually a quiet day,and there was only Mr. Brown, engineer, the secretary, and, fortunately, Mr. Wingfield, the steward, to meet him. After filling up (the pilot) GeneralWeir proceeded on his journey to London, via Brough, staying only about one hour at the Aerodrome, exactly as he would have done after calling at aMotor Club had he been travelling by car. Aerial Rally at Ostend THE Aero Club of Belgium are holding an Aerial Rallyat Ostende on June 26 to 28, and have asked the Royal Aero Club to participate. The programme is as follows :— June 26.—Reception at the Aerodrome, Ostende, 2 p.m.to 5 p.m. ; Dinner at Hotel Splendid, Ostende ; Gala Evening at the Kursaal. June 27.—Reception at the Hotel de Villc by the Burgo- master ; Luncheon at the Hotel Splendid, Ostende ; Flying Competitions at the Race Course, Ostende ; Dinner at the Hotel Splendid, Ostende ; Gala Evening at the Kursaal. All wishing to attend must travel by air and arrive at the Aerodrome between 2 p.m. and 5 p.m. on June 26. The whole charge is 300 franees (/2), which includes accommodation at the Hotel Splendid and all meals. Members and others interested are requested to communi- cate with the Secretary, Royal Aero Club, 3, Clifford Street, London, W. 1., or F. Handley Page, Esq., Handley Page. Ltd., Cricklewood, N.W. 2, wdio, we understand, has been appointed by the Aero Club of Belgium as the " Commissaire Sportif " for Great Britain. Gliding with a Passenger, Record A NEW record for a gliding flight with a passenger was set up on June 3 at Rossitten, E. Prussia, by Herr Otto Schulz who remained in the air for 9 hrs. 21 mins. 333
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