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Aviation History
1927
1927 - 0801.PDF
OCTOBER 13, 1927 CORRESPONDENCE " ON COPYING "[2160] I am forwarding you herewith a copy of a letter I have addressed to the editor of the Italian Aeronauticajournal. The statements referred to in my letter were con- tained in the September number of the journal in questionand, in my opinion, are so serious as to call for refutation Perhaps your readers may be interested in this matter29-30, Charing Cross, S.W.I. October 10, 1927. OSWALD SHORT [ENCLOSURE.] DEAR SIR,—On my return from Venice, my attention has been called to an article entitled, " Discutiamo di Priorita di Tipi " appearing in your journal of September last. In the course of this article, there appears the following statement:— " It is a well-known fact that, in July, 1926, Mr. Short, builder of the ' Crusader,' when on a visit to Ma'cchi's work- shops, inspected the M.39 'plane in its smallest details ; and the side and front views of the M.39 have been produced by the English technical papers, together with plans to scale giving the most important measurements, though the latter were partly wrong, as who divulged them did not reproduce them with exactitude." When I read this article, I did not know whether to be annoyed at having been labelled as a spy, or flattered to be credited with such a retentive mind, that, having viewed the M.39, I should be able to return to England, and cause such exact copies of the machine to be made, as not only to e jual it in performance, but actually to exceed the speed of the original by some 30 or 40 miles an hour. The accusation, however, that British Aircraft Designers should be dependent upon Mr. Castoldi for ideas, is so absurd that one could be excused for totally ignoring the statements which have been made in the article referred to. On the other hand, however, silence might be taken as an admission of guilt. It is, therefore, necessary to state a few facts, and I trust, that having published the article in question, both in Italian and English, you will have the kindness to publish this reply in a like manner. The true facts of the case are as follows :— I visited Italy in 1926 at the invitation of two Italian firms, who were interested in the particular form of all-metal aircraft which Short Brothers have produced in England, and who were desirous of entering into business relationships with my firm. In the course of my visit to the Macchi works I was very openly shown the M.39, that day undergoing its first engine test. My attention was first directed to its floats, and I remarked that so far as the lines were concerned, I could have sworn that they had been made in our shops at Rochester- Mr. Macchi's representative replied, smilingly, " Yes, when Mr. Macchi, Jnr., was in America last year (1925 Schneider Trophy Race) no doubt he kept his eyes wide open." Mr. Macchi Jnr. also remarked to me that it was curious that the floats which we had built (all-metal for the Gloster and Supermarine machines) a year earlier, should have the step in the same position as the floats they were now showing me, and enquired why the Americans placed their step farther aft. In this connection, it must be remembered that, in 1925, Messrs. Macchi entered a flying-boat for the Schneider Trophy Race, and it was after the defeat of their machines, and after Mr. Macchi Jnr.'s visit to America, that they turned their attention to a twin-float seaplane similar to the British and American machines which took part in that race. After seeing the M.39, the opinion I formed was that Mr. Macchi Jnr. had followed a very wise course in which he was entirely justified, and which reflected much credit on his judgment. In 1925 he saw the British and American machines which competed with his own for the Schneider Trophy. ' He observed the clean lines of the British floats, and the fact that they made little splash and did not porpoise on landing, whereas the American floats did. He observed the clean lines of the Supermarine monoplane construction, but noticed that the attempt to produce a comparatively thin wing in pure cantilever, led to wing trouble. He also observed that the American float strut system wras the cleanest, and obviously of sound design. Putting these facts together no doubt led to the design of M.39. The M.39, as it appeared in 1926, was, in fact, a combination of all the good points in the British and American machines of 1925, and no one begrudged Messrs. Macchi the credit of their achievement. To avoid the trouble which the Supermarine monoplane had experienced in 1925, it appeared obvious that the wings should be braced to the floats, and to the top of the fuselage by wires, and this requirement alone, quite apart from the question of a good view out of the machine, would suggest the need of dropping the wing, so as to obtain a reasonable angle on the wing-bracing wires. The writer of your article must give British designers credit for sufficient brains to see facts after their experience in America in 1925, equally with Mr. Macchi and Mr. Castoldi ; and in the light of recent events we must admit that the former have gone a great deal farther in wing design and in the reduction of float and fuselage resistance. Also, after this last race, what becomes of those " most important measurements " . . . " which were partly f" FLIGHT " Photographs STILL MORE REFINEMENT : When the de Havilland " Tiger Moth " first made its appearance it was difficult to see where further head resistance could be saved. As a matter of fact, it is believed that a good deal more has been saved by refinements recently incorporated, such as the new engine cowling and the fairing of the pilot's head. Capt. Broad, who is seen in the cockpit, states that there is now no draught at all in the machine, while the view is still reasonably good. It is likely that something will be heard of the machine shortly in connection with a new record attempt. 723
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