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Aviation History
1932
1932 - 0974.PDF
FLIGHT, SEPTEMBER 30, 1932 purposes quite apart from breaking altitude records. The Vickers " Vespa " was designed as an Army co-operation machine, and as it was produced with Bolivian conditions in view (the aerodrome at Le Paz being situated at about 13,000 ft. above sea level) it was given a very large wing span (50 ft.). The result is that the induced drag is low, and, as induced drag plays a very important part at climbing speeds, and when an aircraft is nearing its ceiling, the " Vespa " happened to be particularly suitable for the purpose of breaking altitude records. The Bristol Aeroplane Company installed the '' Pegasus '' engine (the standard " Vespa " is fitted with the " Jupiter "), and generally " cleaned up " the machine for the flight. A Boulton & Paul Townend ring was fitted over the engine, and doubtless helped materially in reducing drag. The front cockpit was covered over, and the machine was flown by Uwins from the back seat. Otherwise the " Vespa " was not altered materially. The Bristol " Pegasus " engines were introduced early this year to meet modern requirements, and the series includes unsupercharged, moderately super charged, and fully supercharged types. In addition, two airscrew gear ratios are provided, with ratios of 0-655 : 1 and 05: 1 respectively. The " Pegasus " used by Uwins was a perfectly standard engine with two exceptions: the compression ratio (normally 53: 1) was raised slightly, and the diameter of the impeller of the supercharger was increased one inch in diameter. Otherwise the engine was standard. While fully appreciating the value of the work being done abroad on aircraft and engines for pene trating into the stratosphere, we think the newly- established British world's record is of greater im mediate practical value. The experience gained by the Bristol company of the effects of contraction and expansion with large changes in temperature, the problems of fuel, oil, ignition, carburation, cooling, etc., and the effectiveness of the supercharger, all these can be applied at once to the improvement of existing service types of aircraft and engines. Thus, quite apart from the undoubted value of holding a world's record, immediate benefits of a technical nature may be expected from the series of researches carried out by the Bristol Aeroplane Company, which culminated on September 16 in the estab lishing of a world's record. In our admiration of the technical qualities of the material which made the record possible, we should not forget to extend due appreciation to the human element, in the form of Mr. Uwins, who, his dis claimers notwithstanding, played in the successful attempt the most important part of all. There are probably not many pilots in the country who would greatly care for the task of taking an aircraft up to such heights. Admitting that by a series of flights, each going a little higher than the previous, he felt his way gradually and found out that he suf fered no physical discomforts, Uwins was still ex posing himself to very considerable risks. Hydrogen apparatus is, like all other mechanical contrivances, fallible. Had this apparatus failed him he would have been in a serious plight. Uwins himself insists upon looking at the record flight as merely one of a long series which took him a few thousand feet higher than before. The modesty which has kept him out of the limelight, which is quite natural to him and which is perfectly sincere, cannot, however, prevent other people from seeing in his flight a very fine piece of piloting, and can but increase the esteem in which Uwins was already held by all who have the privilege of knowing him. • •> •> •> Once again the Prince of Wales is acting as the trade ambassador of Great Britain by his visit to Copenhagen, there to open the Anglo-Danish Exhibi tion ; and once more he has chosen the aeroplane as his means of travel. It was in many The Prince ways a pity that he could not use Denmark Atalanta, the new A.W.15, which has been designed for the Cairo-Capetown section of the African airway ; but his appearance over the capital of Denmark in the huge Heracles has without doubt made a great impression on the people of the city. The Danes are no strangers to British aircraft, and the Prime Minister, Herr Staunding, emphasised in his speech at the opening of the exhi bition that British engineers had designed most of the Danish aeroplanes. The Prince in his opening speech commented on the British aeronautical ex hibits in the exhibition, and as we go to press reports have come from Copenhagen that the Danish Govern ment is taking more than a casual interest in these exhibits, and that more may be heard of this matter before very long. To mention only one of the British exhibits, we feel sure that no engineer could examine the specimen of the Rolls-Royce " Kestrel " and study its performance without being very much impressed. In these days of tariffs it is very refreshing to see an exhibition opened in a foreign country for the expressed purpose of encouraging British imports. At the same time, we British never quite look on the Danes as foreigners. Between the Thames and the Forth, and in fact all up our east coast to Aberdeen, the blood of our people is very largely Danish, and that old link was re-forged when the late Queen Alexandra came from Denmark to be the best-loved Queen Consort that Great Britain has ever known. Our King is half Danish by blood, and the two Heirs-Apparent who are now in Copen hagen are second cousins. In commerce, sentiment and self-interest must work hand in hand. If trade relations are based merely on cousinship, they may lead to anything but mutual profit. In this case the commerce be tween the two countries is of mutual advantage. The dairy produce of Denmark is very popular in this country, but there must have been a distinct feeling of apprehension that British imports might be affected by the " Buy British " movement. If the Danes buy more British products, there will be a very sound reason for us to persist in our con sumption of the very excellent Danish rashers and butter pats before we embark upon the labours of the day. 910
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