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Aviation History
1934
1934 - 0943.PDF
SEPTEMBER 13, 1934. FLIGHT. 945 " THROUGH THE GATE " : On the left a Breda-42, and on the right an R.W.D.-9. lamps, suspended at the points in the cabin where the eyes of the pilot and passenger would be, threw shadows Pn the ceiling, walls and floor, while the areas visible to the crew of the machine were, of course, illuminated, and the total area of view could be calculated. While not perfect, this scheme was a great improvement on previous haphazard methods. Points were also awarded for slotted wings, metal con- struction, good arrangement of the instruments, dual con- trol, type of undercarriage, comfort of seats, and so forth. In this respect the German competitors did very well. For example, Brindlinger, Osterkamp and Junck, on B.F.W. machines with Hirth engines, were awarded 452 and 451 points respectively, while Francke on an Argus- engined B.F.W. received 450 points. The two Italian Bergamaschi machines were awarded 438 points, and the two German Fieseler monoplanes 431 points each. The two Czech Aero monoplanes received 429 points each. Some interesting results were obtained in the low-speed tests. For these, the machines were flown over a course 800 metres (875 yards) long, and had to remain at a constant altitude. Points were awarded for every km/h below 75 km/h (46.6 m.p.h.). The tests proved that with modern slotted wings even fairly heavily-loaded aeroplanes can fly very slowly. The Polish pilot Bajan, flying an R.W.D. monoplane with Skoda engine, put up the slowest flying, with a speed of only 54.14 km/h (33-64 m.p.h.). The two Czech pilots Anderle and Ambruz, on R.W.D. and Aero respectively, flew at 34.32 m.p.h. and 34.73 m.p.h. Of the German competitors Wolfgang Stein, on a Klemm with Hirth engine, flew at 35.84 m.p.h. The Italian pilot Colombo did not succeed in flying slower than 46.6 m.p.h., and thus did not receive any points in this test. Of the value of the take-off and landing tests one may have different opinions. One thing is certain: they have not hindered progress, and a few years ago these stalled per- formances would not have been possible. It is, of course, rarely in real life that such landings and take-offs are necessary, but the tests show that when it does happen, the modern machine can be landed in and flown out of a very small space. It must thus be accounted a very fine performance when Francke, on a B.F.W.-Argus, took off over the 3 m. (26.2 ft.) obstacle in a distance of 50 m. (.54-7 yards). Seidemann on a Hirth-engined Fieseler took 75 m. (82 yards). The fuel consumption tests were flown over a triangular course of 600 km. (373 miles). The maximum consumption had been fixed at 20 kg. /100 km. This corresponds, in English units, to 0.71 lb. per mile, or 71 lb. per 100 miles. All competitors with one exception completed this test and its condition. The exception was the Italian pilot Vincenzi, on a Bergamaschi, who had to make a forced landing on the way, and damaged his machine so that he had to retire from the contest, thereby reducing the number of machines starting on the Circuit of Europe to 32. Best in the fuel consumption tests were the B.F.W. pilots Francke and Junck, who got their petrol consump- tions down to 10.5 kg. (23.15 lb.) and 11 kg. 24.25 lb.) respectively for the 100 km. (62.14 miles). At the end of the technical tests, the Polish defenders were holding the lead, with Bajan (R.W.D.-Skoda) having scored 994 points, and his compatriots Karpinski and Plonczynski on similar machines holding 954 and 953 points respectively. Fourth place is held by Seidemann on a Fieseler (Argus engine) with 939 points. Other points were scored in the technical tests as follows: Hubrich (Fiesder-Hirth) 936, Buczynski (R.W.D.-Skoda) 920, Flor- janowicz (R.W.D.-Walter) 919, Ambruz (Aero-Walter) and Anderle (R.W.D.-Walter) each 915, Wolf Hirth (B.F.W.- Hirth) 914. OVER THE TAPE: Florjanowicz on an R.W.D.-9, and, on the right, Wolfgang Stein, on a Klemm.
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