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Aviation History
1936
1936 - 0893.PDF
b FLIGHT. APRIL Q, 1936. Avro, de Havilland, Parnall's, Gloucestershire Aircraft and Handley Page being among those represented. Most of the machines were extremely carefully constructed while overall weight was kept down to a minimum in keep ing with competitive requirements. Nevertheless, the results are instructive, and not without merit if one recalls the capabilities of high-power craft of this period. They indicated that a speed of over 76 m.p.h., a fuel consumption of 87^ m.p.g., a ceiling of 14,400 ft., and extremely safe landing characteristics wen- possible on 3^-7^ h.p., albeit not incorporated en masse in the same aeroplane. On the other hand, failures and short comings proved valuable to those willing to take heed. Hastily converted motor cycle engines displayed, unasked, their ability to cease functioning at the most dangerous moments and with depressing frequency. Although some remarkably slow landings were observed, we were reminded that clipped wings, irresistible as they may be when speed and economy figure in a competition, call for skilful pilot ing. The general conclusion admitted that 750 c.c. single- seaters could fly strongly—if they did not encounter con siderable head breezes. Only one structural failure occurred, which unfortunately cost poor Maneyrol his life. Incidentally, the nine contestants for the fuel-consumption prize averaged between them 57.4 m.p.g., and seven machines that flew the speed competition averaged collec tively 62.4 m.p.h. over a course with three turning points. A Promising Start This was a distinctly promising start, and when prizes totalling ^3,900 were put up in 1924 nineteen machines were ready to repeat the dose. Regulations now demanded two-seaters, but the permissible engine size was only increased from 750 to 1,100 c.c. At least four special power units were now available to competitors, but in view of the limit of 550 c.c. per passenger it is hardly surprising that the results were generally disappointing. But if the per formance aspect did not develop as anticipated, some ex tremely interesting constructional examples were forth coming, folding or easily detachable wings being stipu lated, as in the previous year's ruling. Present-day seekers after the '' ideal'' may note that Blackburns entered a side-by-side two-seater, Bristols had evolved the all-metal Brownie, and that the Avro Avis had beautifully made wing flap-gear, in which the lower ailerons were depressed by rotation of worm gearing. The Short monoplane had an all-metal (Duralumin) fuselage similar to that of the revolutionary Short Silver Streak, the Supermarine Sparrow possessed worm-controlled variable camber gear, an upswept tail to promote moderate landing speed, and
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