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Aviation History
1927
1927 - 0621.PDF
Flight, August 18, 1927 HT ENGINEER^ First Aeronautical Weekly in the World. Founded January, 1909. Founder and Editor : STANLEY SPOONER A Journal devoted to the Interests, Practice, and Progress of Aerial Locomotion and Transport OFFICIAL ORGAN OF THE ROYAL AERO CLUB OF THE UNITED KINGDOM No. 973. (No. 33, Vol. XIX.) AUGUST 18, 1927 TWeekly, Price 6d.L Post free, 7d. fl? Ill] The Aircraft Engineer and Airships Editorial Offices: 36, GREAT QUEEN STREET, KINGSWAY, W.C.2 Telephone : Gerrard 1828. Telegrams : Truditur, Westcent, London. Annual Subscription Rates, Post Free. United Kingdom .. 30s. id. Abroad .. .. 33s. 0d.* * Foreign subscriptions must be remitted in British currency. CONTENTS Editorial Comment; PAGE Breaking New Ground .. .. ., ,, ,. ., 573 Aircraft to Shorten Sea Journeys .. .. .. .. .. 574 The Short-Bristol " Crusader " _. .. .. .. .. .. 575 The 1927 Schneider Trophy Contest 576 Service Scandinavian Cruise .. .. .. .. .. .. 579 Private Flying .. 582 Airisms From The Four Winds .. 584 Germany Attacks the Atlantic .. 4 Royal Air Force .. 585 Air Ministry Notices .. 5S6 Personals .. .. .. 586 Imports and Imports .. .. .. .. .. .. .. 5S6 " FLIGHT " PHOTOGRAPHS. To those desirous of obtaining copies of "Flight" Photographs, these can be supplied, enlarged or otherwise, upon application to Photo. Department, 36, Great Queen Street, W.C.2 DIARY OF FORTHCOMING EVENTS Chtb Secretaries and others desirous of announcing the dates cf important fixtures are invited to send particulars for inclusion in this list:— 1927 Aug. 20- Sept. 2 .... International Aero Exhibition, Copenhagen. Sept. 5 .... Gordon-Bennett Balloon Race, Detroit, U.S.A. Sept. 25 .... Schneider Trophy Race at Venice. Oct. 20 .... Aero Golfing Soc. (Cellon Cup), Walton Heatb. Oct. 31 .... Guggenheim Safe - Aircraft Competition Closes Ground ' here are those who are very iond of saying that no improvement in the aerodynamic design of aircraft has been made during the last ten years or so, and that the increase in per- formance which is an undeniable fact, is almost entirely due to improvements in aero engines, and more particularly to the vast increase in the power of aero engines. While there is, as usual in such cases, a certain amount of truth in this contention, we are not among those who would ascribe modern performance entirely to the power of the engines used. By their production of the " Tiger Moth " the de Havilland Aircraft Company has given a very striking proof of what careful aero- dynamic design can do. In the leg of the King's Gup Race near Nottingham from Hucknall Aerodrome to Spittlegate, Captain Broad's speed was timed to be 166 miles per hour. Allowing for the fact that there wasja good deal of wind, which was more or less blow- ing across the course, and may have been a little on the quarter, there can be no doubt that the machine is, at any rate, capable of a speed of 158 m.p.h., fitted with the " Cirrus Mark II " engine, which develops 84 b.h.p. at maximum permissible revolu- tions. Granting that the particular engine had been " boosted " somewhat for the King's Cup Race, it is doubtful if Broad was taking 100 h.p. from his engine. Anyway, for rough and ready comparisons it is sufficiently accurate to say that the engine deve- loped about 100 h.p., and that the speed was just under 160 m.p.h. When fitted with the new de Havil- land engine there is every reason to believe that the " Tiger Moth " will do at least 180 m.p.h. It seems likely that the majority of our readers may have forgotten that in 1913, the French pilot Prevost won the Gordon-Bennett race at an average speed of 124 m.p.h., and that the actual top speed of his Deperdussin monoplane was about 130-132 m.p.h. Now that machine, general arrangement drawings of which were published in FLIGHT of November 22, 1913, had a wing span of 21 ft. 10 in., or about the same as that of the " Tiger Moth." Its
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