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Aviation History
1928
1928 - 0312.PDF
APRIL 26, 1928 terminal. The Watford magnetos were made specially light in weight, and capable of running at very high speed, the makers rendering very valuable assistance in carrying out research on apparatus capable of standing up to the high duties demanded. A number of other features of the Napier racing engine might be mentioned, but sufficient has probably been said to indicate to what very large extent the excellent performances put up were due to engine improvements. As to future developments, we must " wait and see." We hope that after the 1929 Schneider Trophy race we may be in a position to record that the Napier engines for that race were as far ahead of the 1927 model as that was in advance of the previous type. At the moment it is by no means easy to see how that may be brought about, but we have not the slightest doubt that it will be done. The above notes are based mainly upon information supplied to us direct, but to a certain small extent also on the paper read before the K.Ae.S. and I.Ae.E. by Captain W'ilkinson, to whom, consequently, we make due acknowledgment. Specification of the Napier " Lion " Racing engine : Compression ratio Length o.a. Width Height Normal power Maximum power Maximum speed Total weight . . Fuel consumption Oil consumption Gear reduction ratio 10 to 1. 5 ft. 6J in. 3 ft. 2 in. 2 ft. 10£ in. 800 b.h.p. 875 b.h.p. 3,300 r.p.m. 930 lbs. 50 gallons/hour. 3 gallons/hour. 0-765 GERMAN-IRISH ATLANTIC FLIGHT PRESUMABLY owing to the limited means of communication available at Greenly Island some confusion has arisen as to the position of the German-Irish Atlantic airmen since they landed after flying the Atlantic on April 12-13. The position is that Capt. Koehl and Baron Von Huenefeld have remained on Greenly Island with the damaged " Bremen " ever since their landing, and their Irish companion, Major Fitzmaurice, has meanwhile flown to Murray Bay in a relief machine to arrange for the repair of the " Bremen," which had bent its propeller tip and broken the axle. On the Sunday, April 15, after the landing, Mr. Duke Schiller, a well-known Canadian pilot, got through to Greenly Island on a Fairchild monoplane with Dr. Louis Cuisinier and a mechanic, and he took off, with Major Fitzmaurice for Murray Bay the following day. A forced landing was necessary on the way at a place called Natashquan. On continuing the next day a gale forced another landing, at Clarke City, and on the third day, April 18, they reached Murray Bay and met Miss Junkers, to whom the " Bremen's " requirements were made known. On April 23, Major Fitzmaurice returned to Greenly Island in a machine with Mr. Bert Balchen as chief pilot, a Junkers mechanic and a newspaper representative. They carried food, spare parts for the " Bremen," and cigars, etc. Mr. Floyd Bennett was to have piloted the machine, but he was suddenly threatened with pneumonia and had to enter a Quebec hospital. He and Mr. Balchen are to accompany Commander Richard Byrd on the coming Antarctic flight. The machine used for the relief of the " Bremen " crew is a Ford product and it was flown to Murray Bay from Detroit. New York has been frantically waiting the Atlantic airmen, and there has been some rivalry between the Irish element and German element in the city, engendered by the different nationalities of the crew and the desire to avoid one party predominating in the welcome. The trouble apparently began by the erroneous reports which indicated that Major Fitz- maurice had left Greenly Island in the relief 'plane to reach New York and Washington first. The Major naturally repudiated such a suggestion and explained that he was chosen to leave the island because the Germans could not speak English very well, and his sole object was to arrange for the transport of spare parts. He did not go any farther south than Murray Bay. Providing that the " Bremen " can be repaired on the island the three airmen will fly on to New York together. It is reported that the two Germans intend flying back to Europe. The wives of Major Fitzmaurice and Capt. Koehl have left on the same boat for New York to greet their husbands. Ireland immediately recognised the bravery of its Air Force Commandant by promoting him to Major. The flight was his second attempt on the Atlantic. It is worth noticing that the coating of the wings with paraffin oil to avoid ice collecting was very effective on the ocean flight. Little by little details of a more authentic nature have come through, and it is clear that they were exceedingly lucky. The chief dangers threatened them when roughly 500 miles from the coast of Newfoundland. They encountered a strong south-easterly wind there and became enveloped in a great fog area. On descending to find a clear passage, a raging ocean and mountainous waves forced them to rise again and fly by compass and instruments alone ; but later the stars were seen and they flew west for two hours. A low descent brought to view a wooded hill, and they knew they were safely across the ocean at last. At dawn could be traced the wilds of Labrador, and the course was altered south-east. A broad river was seen, but no landmark recognised, and they became concerned about the diminishing petrol supply. After two more hours of uncertainty a landing became urgent, and then to their relief the lighthouse on Greenly Island was sighted, although it was first thought to be a ship. The noise of the descent brought welcome evidence of life on the island as they wondered if the place was uninhabited. A good landing seemed likely on the ice until suddenly the ice gave way, and the " Bremen " put its nose down abruptly, causing Capt. Koehl to bang his head severely. On stepping out of the machine, 36J hours after leaving Ireland, the Baron fell through the ice and was rescued from his unenviable position by the Major. They received a welcome hospitality from the inhabitants and have found comfort during the subsequent enforced imprisonment on the island. Their experience has naturally given them theories as to the probable fate of the previous expeditions. The National Benzole Co., Ltd., state that their benzole was used on this Atlantic flight. Supermarine Dramatic Society THE Supermarine Dramatic Society presented their first production at the Chantry Hall, Southampton, on April 13 and 14, with some considerable success. The piece selected was the well-known farcical comedy " Are You a Mason ? " and each performance reflected the highest credit upon everyone concerned. Not only did the actors render their parts with confidence and competence, but the production and stage management was well carried through. The scenery, it may be mentioned., was entirely constructed and painted by members of the society. It would seem that the Supermarine Dramatic Society has a brilliant future before it. The Royal Air Force Memorial Fund THE usual meeting of the Grants Sub-Committee ofthe fund was held at Iddesleigh House on April 19. Mr. \V. S. Field was in the chair, and the other members of thecommittee present were Mrs. L. M. K. Pratt-Barlow, O.B.E., Sqdn.-Ldr. Douglas Iron, O.B.E. The committee considered in all nine cases, and made grants to the amount of^140 4s. The next meeting was fixed for May 3, at 2.30 p.m. Martlesham Heath Reunion Dinner THE Martlesham Heath Reunion Dinner, which was un- fortunately allowed to lapse a few years ago, is being revived and is to be held on Friday, May 18 next, at the Connaught Rooms, Great Queen Street, London, W.C.2, at 7 p.m. for 7.30 p.m. (Dinner jackets). Will any officer who served at Martlesham during 1917 to 1922 and is desirous of attending send cheque for 15s. to E. C. Stringer, Carlton House, Regent Street, London, S.W.I. Bernardi's Speed Record IT may be of interest to note that Major de Bernardi's Fiat-Macchi seaplane, on which he beat his own previous world's speed record with an average of 318 3 m.p.h., was fitted with a Marelli magneto, type M.F.12. This successful magneto, by the way, is supplied in this country by Marelli Magnetos (England) Ltd., of 17, Wells Street, Oxford Street, London. W.I. 284
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