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Aviation History
1927
1927 - 0754.PDF
make a second take-off, and, although this time the machine was under decidedly better control, it seemed apparent that it was necessary for the pilot to pull her off with the rudder hard over, mainly on account of the terrific torque reaction. The machine appeared to leave the water with a distinct swerve, but once in the air, it behaved magnificently, and returned with a burst of speed that was truly delightful to witness. From the above facts, it will readily be seen that apparently some misunderstanding took place somewhere, or possibly the machines were actually to a degree baulked by the presence of the Italian lighters and machines in the fairway. Unfortunately, owing to Service Regulations, it is not possible at the moment to receive a definite opinion from the pilots themselves, but it certainly seems difficult to account for the fact that each of the three British pilots exhibited consider- able delay in putting on flying speed during the first " take- off " test, and certainly from the onlookers' point of view, it appeared that they were endeavouring to get into the air as near to the second mark as possible. According to the rules, this latter was not a necessity, so that altogether the problem is distinctly baffling. In any case, the combination of circumstances was extremely unfortunate. At 11.42, the Macchi No. 2'reached the first line for the " take off " test, and opened out to full speed immediately after passing the mark. The machine got off in a remarkably SEPTEMBER 29, 1927 " closed area " of the port of San Andrea, but the transport facilities for the lucky few who were privileged to enter seemed far from adequate. The vast bulk of the " audience " consisted of sailors and officers from H.M.S. Aircraft carrier " Eagle," which was moored some short distance off shore on the other side of the narrow spit of land that forms one bank of the Canale tre Porti. The official mooring test, of six hours' duration, was held about half a mile from the course above described, and the arrangements in connection with this interesting part of the day's programme proceeded without a hitch or an untoward incident of any kind. About 20 m. from the bank of the " Canale " six red mooring buoys were placed, at a distance apart of about 25 m. To these the machines were attached immediately after completing the first series of tests, and when finally, Macchi-Fiat No. 7 took her place in this all- important line, the sight was a very imposing one. This, of course, was the first time one had an opportunity of com- paring the various competing machines side by side, and the event, following such a long period of secrecy from the Italian side, was not without a colourful sense of the dramatic. It was very interesting to note that, whereas there is a marked similarity between the British and Italian monoplane entries in general principle, there are very distinct differences between the lines of the fuselages of the respective types. The beautiful " straight line " effect of the Supermarine S.5s seemed to & s m m Aerial visitors to the Lido : A flight of twin- engine Capronis of the Italian Air Force paying an official visit to the scene of the Schneider Contest. t" FLIGHT " Photo. s a m m m short run, and passed over the second line at speed and at a height of about 70 tn. After again displaying the climbing turn aforementioned No. 2 returned, and went through the " taxi " test in really superb fashion, and under complete control throughout. The name of the pilot was not divulged. Upon completing this, the machine was taxied to the mooring line under her own power, and there is no question that the Macchi-Fiat type M52 possesses a very high degree of navi- gability on the water. At precisely 12 o'clock noon, the Macchi-Fiat No. 5 crossed the starting line, and put up an exactly similar performance to her predecessor, taking off in the first run well before the quarter-mile mark. Macchi-Fiat No. 7 followed suit at 12.22, and there was nothing to choose between the performance of the three Italian planes. Upon starting to " taxi " towards the scoring line, however, the engine of the last machine, No. 7, " packed up " for some reason unknown, and the pilot stood up in the cockpit and indicated his intention of obtaining a tow for the rest of the short journey down. It was then seen that the pilot was the much-talked of Commander Ferrarin, who is of course, at the moment, the idol of the Italian populace, and whose appearance was heartily acclaimed by the Italians among the spectators. By the way, it should be pointed out that the number of spectators at the navigability tests was distinctly limited, as not only were they held in an officially contrast very favourably with the curved, and cigar-like lines of the Macchi-Fiat M52s. The "racing colours" of the machines, the scarlet of the three Macchis, the blue and silver of the Supermarine-Napier S5s, and the blue and copper of Gloster-Napier IV formed a striking picture in the Italian sun that will be long remembered. Unfortunately, however, the burst of sunshine did not last long, and by the time the machines had been on their moorings for half an hour, there were distinct signs in the sky that a period of " dirty weather was shaping itself, with plenty of squalls and rain. Within the first three hours of the mooring test, the weather broke, and a heavy rain and hailstorm beat down upon the machines. Hailstones fell almost an inch in diameter, and the wind was by then blowing with considerable force, and it says a great deal for the sound construction of all the seaplanes that a close and anxious inspection as soon as the test was complete" revealed the happy fact that not the slightest damage had been done. It is not, of course, known just how the Macchi- Fiat floats fared during this exacting test. In fact, it would be extremely interesting to discover this, as it is understood that their floats are of wooden construction, and would be more susceptible to soakage, it is therefore assumed, than the floats of the British planes. There was much joy, <i! course, over the discovery that the Gloster-Napier IV biplane floats showed not the slightest trace of internal moisture at the end of the six hours' ordeal, and that the two Supermarine- 6847
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