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Aviation History
1913
1913 - 0140.PDF
1/liGHT] If the motor at any time slowed down to a point between 1,125 and I,IOO revs, per min., I made a practice cf landing as soon as possible. Any further reduction in speed would cause the machine to drop. This gave me a maximum range of 100 r.p.m. between highest and lowest speed. As a matter of fact, I used to run the engine at about 25 r.p.m. below its maximum speed, so as to reduce wear and tear in the motor. When the monoplane was carrying an extra load of 50 lbs. I found that the indicator readings had to be increased by about 2\ per cent, for the machine to show the same navigable qualities as it would when flying light These observa tions indicated to me that my machine was working too near its limit of safety, for I had very little reserve engine power. Let me summarise the points on which I have endeavoured to lay stress in the foregoing words? I am convinced, firstly, that engine FEBRUARY 8, 1913 speed indicators clear the way to a better understanding of one's machine by reducing the number of variables involved ; that many pilots are ignorant of the exact engine speed at which their machines fly best ; that the information given by r.p.m. indicators materially adds to the safety of the pilot; that whereas it takes much experience to judge engine speed by sound alone, a good speed indicator can give reliable information to the inexperienced ; that such information must be reliable to be of use. I certainly believe that a good reliable instrument for indicating motor speed is an absolutely necessary part of any aeroplane's equip ment, whether the machine is the last word in high speed creations or the humble school taxi. Leading, as it does, to a better under standing of the machine by its pilot, the more general use of reliable speed indicators will result in the reduction of the number of fatalities due primarily to badly running motors. ® ® ® ® EDDIES. IT has been suggested that, as a particularly rare exhibit at the forthcoming Olympia Show, the War Office ought to have on exhibition a few well-filled order forms. Music might be provided, ventures a well-known Brooklands pilot, by a monoplane " bann'd." • • • There is going to be a great deal of activity at Eastbourne during this present year for I hear that the Frank Hucks Waterplane Co., has joined forces with the Eastbourne Aviation Co. For over a year now, Mr. F. B. Fowler of the Eastbourne Aviation Co. has had in operation near that seaside resort a very efficient flying school where he has trained upwards of 14 pupils including several naval men. He has quite a good stud of instruction and exhibition machines comprising a 50-h.p. Bristol, a 50-h.p. Sommer, both biplanes, and a 2S> a 35> an(l a 5°-h-P- Bleriot. With the three Farman hydroplanes owned by the Frank Hucks Co., the new firm, which will be termed the Eastbourne Aviation Co., Ltd., will have an unusually complete stock of machines. Two of these Farman biplanes are equipped with 70-h.p. Gnome motors and the other with an 80, while all three are provided with two sets of chassis, so that they may be used either for water or land flying. Four new hangars, each 60 ft. by 40 ft., are shortly to be erected on the beach near the existing aerodrome, and they will house the machines that are to be used for hydroplane tuition and general exhibition work. A British hydroplane school!—it ought to be a great success. • • • Probably no one can boast of having been associated with such an extensive variety of air-work as has Mr. F. W. Goodden, unless it be Mr. Herbert Spencer, the well- known Brooklands pilot. Before taking up work in con nection with heavier-than-air machines, Mr. Goodden was for a long time associated with the Spencer Brothers, carry ing out for them at various times balloon ascents and parachute descents. Leaving them, he joined Mr. Willows, and was mainly responsible, so I understand, for the construction of the envelope of the little " City of Cardiff" dirigible balloon, on which Mr. Willows, accompanied by Mr. Goodden, flew from London non-stop to a point near Douai, where the French Breguet headquarters are. * *. • Soon after he returned to England, after an appreci able length of time spent in dirigible work in France, he was drawn towards the aeroplane, and on New Year's Day of last year started on the construction of a mono plane of his own design at the Port Meadow aerodrome, near Oxford. Working practically single-handed, he had occasional help from an old gentleman who was interested in the work, he completed the monoplane in about five months, and installed a 35-h.p. Jap motor. Since that time and until just recently, he has been flying the machine, making flights of as long duration as three- quarters of an hour, which is no mean performance to achieve with such an early type of motor. A notable absentee from the forthcoming Monaco hydro-aeroplane meeting will be the Caudron. But the reason is not difficult to give, it is just that their French works are so full of work and they have so many orders coming in, which must receive immediate attention, that they simply have not the time at their disposal to devote to getting a machine ready for that meeting. * ... Here's something for Verrier, and his compatriots ! Le chic de Faviation. Partir d'un point carri (Poincare"). Franchir mille rangs (Millerand). Faire un vol brillant (Briand). Atterir sans avoir d'ailes cassdes . . . (Delcassd). • • • M. Marc Bonnier, who for the past year and a half has been flying for the Nieuport firm in France, is at present in England, examining the ground, as it were, before entering into negotiations for the formation of a British Nieuport company. It is his intention to procure an aerodrome practically on the sea shore, so that the proposed firm can erect building shops and conduct a land and a water flying school from the same centre. M. Bonnier had his first experience in aviation when he bought an "Avia" biplane in France, a machine whose planes were cambered the wrong way, so that the faster the machine was driven over the aerodrome, the more the wheels tried to bury themselves in the ground. A very useful sort of flying machine that! However, it hardly suited M. Bonnier and not long after he joined the Antoinette School, where he obtained his ticket under the tuition of Latham and Laffont, both of whom are now dead, more's the pity. • • • Leaving that school M. Bonnier joined the Train firm and flew for them for eighteen months or so, taking machines to Italy to demonstrate them to the military authorities there. It is curious that M. Bonnier was the passenger who M. Train had up with him when, at the 140
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