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Aviation History
1941
1941 - 0023.PDF
FLIGHT, January 2n4, 1941 c THE BRISTOL BOX KITE. The engine was a 50 h.p. 7-cyl. Gnome rotary, around the pilot's feet. A more "refined" version had a little nacelle Hothkiss, both of whom within a very few years were to succumb to the perils of aviation. Also, there was C. P. Pizey, a dear soul and a good pilot. He died a natural death some years later. Another pupil was Major Smeaton, a middle-aged gunner, who, I remember, was mightily proud when, in a slight accident to the machine in which he was passenger, he sustained a cut at the back of his head. Maurice Tabuteau, a French pilot, who shortly before had made a world height record, came to the school and gave me a few flights, on one occasion descending in a beautiful engine-off spiral from a height of about 3,000ft. This was a notable stunt, and, on a pusher biplane, a some- what daring feat. With him, and with T6tard, I gradually acquired familiarity with the technique of piloting. '-.-" Primitive Dual Climbing into the seat behind the pilot by wriggling through the sort of bird cage of wires, taking care not to put a foot through laths and fabric, then snugging down, a flight would begin. Then the instructor might indicate by a sign that the pupil could rest his right hand lightly on fthe pilot's, and thus "feel" the control. There was no ' way of obtaining the slightest sensation of rudder control. Indeed, one could not see the rudder bar nor the pilot's feet on it. Flight after flight was made in this way, until 1 had amassed a total of 2J hours flying time. The picture shows the type of machine. Pupil and pilot were exposed to the rushing air, and with little between them and space. They kept their eyes subconsciously on the front elevator, arid I often wondered when it would break off, for it did not look too secure, especially when, in a gusty wind, it had a lot of work to do. In turns, also, it was the principal means of controlling the attitude of the machine. There was no airspeed indicator, nor any other instrument. In test running-up of the engine on the ground the way of estimating the revs was by timing the pulsa- tions uf the oil gauge. One day Henri Jullerot became a new acquisition of the Bristol Aviation Company, and he came along to take charge. But that was after my first solo, an event which calls for a word here. I will give in concise form the lesson impressed upon us for the first solos. " When the machine starts, gently depress the elevator The late Collyns Pizey, " a dear soul and a good pilot." by pushing the lever slightly forward. This assists the tail off the ground. Then, almost instantly, pull the lever slightly towards you. This lifts the head of the machine and depresses the tail. The aeroplane then rises from the ground. Push the lever forward to normal, and then, in order to gain altitude, again pull it back very slightly, and only for an instant. Continue these movements, ascending by small, almost imperceptible steps. "While flying, do not watch any particular part of the machine, or landscape. Your first inclination will be to keep your eyes glued on the elevator. You should not do this. Do not look at the foot-lever. Make all the lever movements doucement. Correct all deviations from even flight as they occur—do not wait until they become decided. But you will find that the machine itself has a large measure of stability, and will find its own balance without your help. Never allow the head of the machine, to become tilted upwards—this.is a dangerous position if it lasts. All movements of the lever from the normal should be momen- tary ; having made a desired movement, instantly bring the lever back to its usual position. Nearly all the lever move- ments are circular, being combinations of the to and fro r BWSTOL
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