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Aviation History
1932
1932 - 0157.PDF
FLIGHT, FEBRUARY 19, 1932 THE MAYER DESIGN: Owing to the low weight of the engine, the nose of the machine is rather dis proportionately long. like the other machine, it will take a load of 220 lb., includ ing 33 lb. of fuel and a parachute. Performance figures have not yet been ascertained, because neither of these machines has yet completed the official tests. On a fair estimate, however, the speed of Mayer's plane amounts to about 72 m.p.h. and that of the student group to 78 m.p.h. with the small engines now fitted. The machines are, in the first place, intended for prac tice flights over the home ports of the clubs, and. therefore, high speed is not essential. Two-seater planes for home construction are soon to be developed by the German Air Union, too, so that clubs will at no distant date be able to come cheaply in possession of badly-needed aircraft. <•> <$> THE P.B. SCARAB yrfT N interesting aircraft (T^\J most suitable for pri- \i/ 'II vate owners who wish to fly economically has been built by the Royal Aircraft Establishment Aero Club. Some two years ago we saw this machine when it was in its embryo state and were impressed with the ingenuity with which existing materials and parts were being utilised to build this little aeroplane. It will be seen that it is a high-wing folding mono plane, very reminiscent of the Westland Widgeon, and has been designed with the idea of pro viding an excellent view, low Type — High monoplane Wing span Chord Wing area Length overall. Height ... Undercarriage . wing Single-seater. 30 ft. 0 in. 4 ft. 8 in. 127 sq. ft. 21 ft. 0 in. 6 ft. 9 in. Split. Track Engine ... H.P. Weight loaded Top speed Stalling speed Climb 5 ft. 0 in. Bristol Cherub Mk. III. 32 at 3,200 r.p.m. 650 lb. 78 m.p.h. 32 m.p.h. 600 ft. per min. landing speed, good take-off and pull-up. The control surfaces are large and the control below the nominal stalling point is good. Those directly concerned with the design and construction are: Messrs. P. Peters, C. Brewer (design and stress calculations), M. Harris, J. Young and W. Baker, while the initial flight test was made by F/O. H. H. Leech. The R.A.E. Club are to be congratulated on producing such an eyeable and suitable air craft for the more impecunious private owners. <$> <$> <$> <*> fhe Couzinet-Gipsy IN our issue of January 22, 1932, we published a 'hotograph of the new Couzinet three-engined monoplane itted with de Havilland Gipsy III engines. This machine ias now done a considerable amount of flying, and the f>p speed appears to be in the neighbourhood of :30 km./h. (143 m.p.h.), so that it is expected that the raising speed will be about 120 m.p.h. The machine is, s we have already announced, to be used for a long distance flight, crewed by de Verneilh, Deve and Munch. When equipped for long-distance flying the machine will carry 440 gall, of petrol, which is expected to give it a range of about 1,860 miles. The first long flight contem plated will be from Paris to New Caledonia, via Cairo, Basra, Karachi, Calcutta, Rangoon, Batavia, Sourabaya, Port Darwin, Camooweal, Brisbane and Noumea. The last " hop " will be one of 930 miles. Now one understands why " Gipsy " engines have been fitted! 149 B 2
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