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Aviation History
1934
1934 - 0481.PDF
FLIGHT, MAY 17, 1934 AN AID TO TAKE-OFF : The Ratier variable-pitch propeller, which automatically changes from low to high pitch when a certain air speed has been reached. stroke, 140 m/m. ; cylinder displacement, 7,95 litres (485,74 cu. in.) ; compression ratio, 6:1. The engine is fitted with a Renault centrifugal supercharger running at about 20,000 r.p.m. A Viet compressed-air starter is used. Weight, 210 kg. (463 lb.) ; length, 1,54 m. (5 ft.) ; width, 0,45 m. (1 ft. 5J in.). The engines used will be direct-drive to Ratier two-bladed variable-pitch propellers automatically adjustable in flight. While not as yet officially announced, it is expected that this engine will produce approximately 310 h.p. at about 3,000 r.p.m. The Ratier Variable Pitch Propeller The Ratier variable-pitch propeller, automaticallyadjustable in flight, will equip six out of the seven French planes entered in the Deutsch de la Meurthe Cup Race on May 27 next. This propeller has two conventional set- tings, one for low pitch, to be used for the take-off and climb of the plane, the other for the high pitch desired for the high speeds. The second comes into play when once the desired altitude has been attained. The change in pitch is made automatically through the wind pressure exerted on an aneometric plate mounted on the front end of the hub. 1934 Regulations The International Race for the Cx>upe Deutsch de la Meurfhe was initiated by the Aero Club of France in honour of its late President, M. Deutsch de la Meurthe, and the Challenge Cup which bears his name is valued at 20,000 francs. For the 1934 race the regulations are similar to those which were in force last year. The contest is confined to aeroplanes fitted with engines of a capacity not exceeding 8 litres (488.191 cu. in.). This is the only limitation placed upon competing aircraft, and there is no stipula- tion concerning minimum speed, it being left to competi- tors to decide for themselves how far they think it safe to go in high landing speed. Repairs and refuelling during the race are permitted, but any stops made count as flying time. The actual race, which will take place on May 27 at the Etampes-Mondesir aerodrome, near Paris, is divided into two sections, each of 1,000 km. (621.37 miles). Acompulsory stop of one hour will separate the two stages. For the first stage the competing machines will be startedin accordance with their racing numbers, which were de- cided by drawing lots. In order to avoid crowding at theget away, there will be an interval of one or two minutes between the machines. The latter may be on the startingline with their engines running, and as the starting time taken will be the moment the official drops his flag, thisis the time which will be used for the race. But for purposes of establishing records over the 100 or 1,000 km.,the starting time which counts will be the moment a machine crosses the line in flight, and similarly the finishwill be the moment the machine crosses the finishing line in flight. After crossing the line in the firstflight, the competitor has 55 minutes in which to land, refuel and make any minor adjustments deemed necessary.Five minutes before his time to start, he must be on the line waiting for the second flight. If a competitorhas not completed his refuelling operations, etc., in the 55 minutes at his disposal, any extra time spent at theaerodrome will count as flying time. For the start on the second stage, each competitor exceptthe last away will have his starting time delayed by an amount corresponding to the time interval between hisstart and that of the previous competitor in the first flight. This is done in order to make the placing equal to thatwhich would have been obtained had all the machines started together on the first stage. At the finish the firstman to cross the finishing line will be the winner of the Cup. The control at Etampes-Mondesir will be considered closedfor each competitor at the end of a period of eight hours from his starting time, plus the time spent in the com-pulsory wait between the two flights. The crankshaft, cylinders and all parts affecting thecubic capacity of the engines must be stamped, and com- ponents so stamped may only be replaced by other com-ponents similarly stamped. No stamped component may be changed during the race. At the end of the race, theengines of the first three will be examined in order to verify that no unauthorised changes have been made. Competing machines must be presented to the officialsof the race before midday on the day before the race. THE LATEST VERSION: The Caudron C.460 has a retractable undercarriage. 481 B2
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