Flight, January 31, 1914

-A
^ ff

First Aero W e e k l y in the W o r l d .

Founder and Editor : S T A N L E Y SPOONER.
A Journal devoted to the Interest*, Practice, and P r o g r e s s of A e r i a l L o c o m o t i o n and Transport.

OFFICIAL ORGAN OF THE ROYAL AERO CLDB OF THE UNITED KINGDOM

No. 266. (No. 6, Vol. VI.)] JANUARY 3 1 , 19.14.
TRegisieied at the G . P . O . l f Weekly, Price 3d.
L as a Newspaper. J L Poat Free. 3Jd.

The matter is so serious a one that we have thought it

Editorial Offict: 44, ST. M A R T I N ' S L A N E , L O N D O N , W.C. worth while to investigate the facts as far as they are
Telegrams: Truditur, Westrand, London. Telephone: Gerrard 1828. available, and as to whether we have met with any
Annual Subscription Rates, Post Free. measure of success, we will leave our readers to judge.
United Kingdom ... 15s. od. Abroad 201. ad. The gravest allegation made against the Factory is, as we
CONTENTS. have indicated, that it is an open and unashamed pirate
Editorial Comment:
of other people's ideas, and that the machines of the
PAGB
The Royal Aircraft Factory and the Industry . 105 B.E. type, which have emanated from Farnborough,
Men of Moment in the World of Flight : Mr. Dukinfield Jones ... . 107 consist in great part of the embodiment of that which is
Some Experiments with Different Systems of Lateral Control . 108 best in a number of privately designed machines. We
Chart of the World's Aviation Progress, as shown bv the Best Records no are entirely without bias or prejudice in the matter
" A Warning to Pilots " ... ill
The Royal Aircraft Factor)-and the industry . it: of the R.A.F., unless it be prejudice to hold the
From the British Flying Grounds . :i4 belief, expressed by us in FLIGHT over and over
Royal Aero Club. Official Notices • "7 again, that the Factory ought by no means to be
Eddies. By " Will o' the Wisp " . 118
Discussion on " The Stability of Aeroplanes" . 120
in any way a competitor of the private constructor, and
Aero Engines at the Paris Show . 121 that its efforts should be strictly confined to the work it
British Notes of the Week 122 was officially stated was to be its particular province—
Foreign Aircraft News . 124 mainly experimental. We will go further than this and
Correspondence... ... 125
say that we are most strongly of opinion that the R.A.F.
Models. Edited by V. E. Johnson, M.A. 127
Model Clubs Diary and Reports 129 ought not to build machines at all for the Army or the
Navy, save and except under pressure of unavoidable
causes, such as the inability of private firms to
!AL CO! •T. deliver in sufficient numbers, or time, the machines
iFor
U1 manv months past a campaign of which are essential to the scheme of national defence.
The montns This last is a very necessary reservation, because while
Royal Aircraft criticism has been directed from certain we are all for the fostering of the private industry, it
Factory quarters against the Royal Aircraft Factory, would be blind foolishness to stand still in the matter of
and the alleging that the policy of the Factory is our equipment if we can get the machines that are
Industry. Q n e deliberately calculated to undermine necessary from any source at all, public or private. With
the private constructor and to ruin an industry which, it this preliminary and necessary statement of our attitude
must be frankly confessed, is by no means through the in the matter, we will endeavour now to get down to bed-
trials of its infancy. We have received from Messrs. rock facts, with a view to finding out just what justification
Hewlett and Blondeau a letter, published elsewhere in there is for the statements which have been made with
our correspondence columns, which appears to us to regard to the policy of the R.A.F.
open up the whole question of the charges which have
been made against the R.A.F., and to present the matter First, as to the charge that the Factory is a copyist
in a most serious light. We will not reiterate at the and nothing else. Supposing that the charge were true—
moment the charges that have been made—we shall deal which is not admitted at the moment—we should not be
with them later in some detail—but this must be said at inclined to attach too much blame to the officials for
once, that if those charges can be proved to be true, then that, so long as the work they were carrying out was of
the future of the industry is utterly hopeless and the an experimental nature. Until the perfect aeroplane is
sooner it is realised by the private constructors as a body evolved, it is beyond question that one of the most open
the better, and the sooner they abandon a futile enter- lines of progress lies along that of taking the best
prise the less money they will lose. Always provided, of features of the best designs and embodying them
course, that these charges are proved. in new machines of a modified type. This, how-
The reason is not far to seek. Apart from the hope- ever, is not the charge which is laid at the door of
lessness of any attempt by existing firms to continue, it the R.A.F. The allegation is a more serious one than
is obviously futile to expect that capitalists will come that, and amounts to the statement that the best features
forward with money to invest in aviation if it is only to of privately designed machines have been stolen—it is
provide ideas to be filched by the R.A.F. But is this so, a strong word, but justifiable under the circumstances—
and embodied in machines being built for the Services,
and can the charges be substantiated ? Let us see.
B 2
 t/OGHT JANUARY 31, 1914.

R A F officials, in order to serve their own ends, set up

to the vast detriment of the private industry which has
a fictitious standard of their own in order deliberately
thereby been robbed of the orders which were due to it.
This subject is one that is more of a technical than an to reject machines which are up to all reasonable
editorial one, and we have therefore thought it best to requirements of the Service. But in the light of the
treat it separately in an article which appears on another statements made in Messrs. Hewlett and Blondeau's letter,
page of this issue of FLIGHT. In the compilation of this which are to the effect that they at least have no com-
article we have approached the subject entirely from an plaint in this respect, such an answer cannot be enter-
uncritical standpoint, and without any attempt to prove tained for a moment. Thus we are driven back upon the
or disprove that the design of the B.E. machines is either explanation that, for one reason and another, the needs
good, indifferent, or frankly bad. It does not concern of the Services cannot be met by the private firms, and
us in the least, for the purposes of this article, under the factory is compelled to fill the hiatus. On this point
which category the design falls—the main thing is to again we shall welcome any authenticated facts and
deal with the question of whether or not the charge of criticisms which our readers may have to offer, with the
picking the brains of others, in connection with the B.E., same reservation as we have insisted upon in the matter
has a solid foundation of fact, or is merely the creation of the technical side of the question—that what we
of irresponsible critics. With that we will leave it for require are facts and their foundations, not general state-
the student to examine the facts set out in the article ments of the loosest possible nature, such as have been
referred to, except that we have this to say in addition, flying about for too long.
that we will welcome from any of our readers anything in Now we come to another most serious aspect of this
the shape of reasoned criticism which will throw proper serious question. In their letter to us, Messrs. Hewlett
light on this important matter. It must be understood, and Blondeau say that the larger firms are accepting
however, that all criticism must be of fact and be of an Government orders at a price which must entail a dead loss,
absolutely definite nature giving the dates and data on with the apparent object of killing the smaller concerns out
which it is founded, and not in general terms. Such of hand. We frankly confess that we do not know exactly
legitimate criticism as falls within the lines we have indi- how much there is in this assertion, which is an entirely ex
cated, we undertake shall find a place in the columns of parte one, as our readers can see for themselves. But,
FLIGHT. We feel very strongly that this is a matter that assuming that Messrs. Hewlett and Blondeau know
must be definitely cleared up, once and for all, as irre- whereof they are talking, can it be that there is any
spective of justice to the R.A.F., a principle is involved connection between this and the high percentage of
which is striking direct at the heart of encouragement for rejections which take place, and which, according to our
the industry. information, has forced the R.A.F. into a building policy
We would ask our readers to give careful study to the which is foreign to its real functions ? On the face of
article on the technical aspects of this copying side of it, there would seem to be something in this theory.
the issue, which, unless we are totally wrong in our facts Now, if that is so, then it is certainly time for the
—which we submit is not the case, since they have been trade to set its house in order on the lines indicated by
most carefully and independently collated—constitutes a the letter to which we have referred. The point which
refutation of the charges to which reference has already seems to emerge is that our fighting Services must have
been made. the best machines and nothing but the best. We cannot
It further emerges from the letter of Messrs. Hewlett afford to give them anything less and that for very
and Blondeau that there is apparently something gravely manifest reasons. It is one of the functions of the
wrong with the inner working of the firms which constitute R.A.F. to see that nothing but the best in design,
the aviation industry of this country. One of the main in material, and in construction is passed into the
charges against the R.A.F. is that it is building in direct Service and we would rather see error on the side
opposition to all statements that have been made as to of too stringent an interpretation of the essentials than
its real functions, and is working untold harm to the the slightest leaning towards laxity of inspection. Then
private constructor, who cannot obtain orders in conse- comes the point that if the private constructor cannot
quence of the direct breach of faith and understanding afford to give of his best for the price he quotes, he
involved. How much truth is there in these assertions ? must quote higher and abandon the policy which is
The experience of our correspondents, at any rate, alleged against him, that he is engaged in a game
.seems to imply that the R.A.F. is only too willing to of " cut-throat" with his competitors. Let it be clear
encourage the private constructor. The question then that the allegation is not of ours, but is made by a
arises, if that is so, why is the Factory at present firm of constructors who should know their facts,
engaged on the construction of a larger number of B.E. and thus, until their statements have been disproved by
machines than has yet been given out on any one facts and figures, we are bound to accept them as being
tender ? Why is it that the Factory is working day and a fair index to the state of things existing. In such a
night shifts, and that no expense is being spared to case as this the country not only can and should pay, and
deliver these machines by March. That, on the face we are quite satisfied that they will be prepared to pay a
of it, would almost seem to confirm the allegations reasonable price. We earnestly trust that, for the future
that the Factory is, in fact, building against the private good of the industry and of the whole aviation movement,
firms. We have reason to believe that the Factory has
an effort will be made to assist us in the clearing up of
been forced into doing this, because of the impossibility
a situation which, from all and every point of view, has
of obtaining a sufficient number of machines from
reached a stage at which it is well-nigh intolerable.
private firms. We are informed, altogether independent
of official sources, that the machines tendered for and We have no desire in the world to accept the role of
ordered from private firms have been delivered reason- apologists for the R.A.F. Indeed, beyond so far as they
ably to time, but that an extraordinary number have been are a Government Experimental Department, our sym-
rejected either for failing to comply with the specification, pathies are all the other way, but it does seem to us that
or for not reaching the necessary standard of construc- in the interests of all parties, and in order that casual
tional excellence. There might conceivably be an and irresponsible criticism may be silenced, the whole
answer to this, which would be to the effect that the tangled skein should be unravelled without a moment's
more delay than is necessary.
106
IT IN T LD OF F L I G H T .

MR. DUKINFIELD JONES.

107
 [/ycHf JANUARY 31, 1914.

SOME EXPERIMENTS WITH D I F F E R E N T

SYSTEMS OF L A T E R A L C O N T R O L .
Mr. W. E. SOMERVILLE, of Coal City, Illinois, U.S.A., ailerons also proved to be quite good as a rudder, in
sends us the following interesting account of some fact while the experiments were being carried out the
experiments with different systems of lateral control, rudder was very seldom used. However, as the shutters
were kept closed by means of a heavy spring
the action of opening them against the pull
of the spring entailed some rather hard
work, so this system was discarded.
" System No. 3 was fairly good, but not
so effective as No. 2. It was used, however,
on the 1912 machines by the aviators
E. Korn and E. S. Daugherty. On my 1913
biplane a new design (No. 4) was tried.
This system is practically the same as the
Farman, but operates exactly the opposite
way.
In order to correct a bank the aileron
on the higher side is raised, thus causing
a downward pressure as well as a drag on
the higher wing. This, of course, acceler-
ates the speed of the lower wing, and
consequently increases the lift so that the
machine rights itself without the use of the
rudder. Then another system was tried in
which the ailerons were interconnected,
as in the modern Farman and Curtiss
machines, but with the exception that when
THE SOMERVILLE BIPLANE.—Type 1 Aileron fitted on 1910 eiperl in their normal position the ailerons pre-
mental biplane, and also used In 1911, sented a negative angle of incidence to the
line of flight. The ailerons were so adjusted
which he has carried out during the years 1910, 1911, that when the controls were moved to their full limit the
1912 and 1913, in order to determine the best form of aileron on the lower wing was in line with the trailing
ailerons:— edge, whilst that on the higher wing presented the neces-
" Machines Nos. r, 2 and 3, as shown in the accom- sary resistance and downward pressure to right the
panying photographs, all had shutters, which were not machine. I consider this system the best because it is
interconnected, and which were operated by opening the easy to operate, and produces practically no resistance on
shutters on the higher wing, thereby partly reducing the the lower side. It also appears to add considerably to
area and consequently the lift, whilst the added resistance the general stability of the machine. My object in testing
caused a drag, which retarded the speed of the higher so many systems was to produce a design which would
wing tip. be effective, efficient and safe, without causing any drag

THE SOMERVILLE BIPLANE.—Type 2 Aileron used in 1910 experimental biplane.

"System No. 1 was found to be inefficient when the on the lower wing, and one which would at the same time
machine was near the ground, and so was discarded in work independently of the rudder. Nos. 2 and 4 are
favour of No 2 This was quite good, and the machine particularly suitable, since either ailerons or rudder may be
would right itself almost immediately, while this form of used for both purposes.
 JANUARY 31, 1914.
[flJ9*E

T H E SOMERVILLE BIPLANE.—Type 3 Aileron used on 1912 biplane.

" Although my machine has been flown repeatedly by vertically. Gradually the lower wing and the tail rose to
M. Daugherty without ailerons and with only the rudder a level, and the machine commenced to glide forward and
to maintain lateral stability, it is my opinion that ailerons landed heavily, smashing two wheels and the skids, but
are necessary if only to make one feel secure. The suffering no further damage. The ' pilot' escaped with-
upturned wing tips assist greatly in giving one this con- out a scratch, but was half dead from fright !
fidence, as it prevents that sideslip which has proved fatal " The upturned wing tips have saved my life on more
to many an aviator. Not only that, but they practically than one occasion, for in my early experiments my
maintain lateral stability. This may seem a very strong machine was underpowered and very unreliable. I un-
claim, but it is a fact which has been proved on numerous fortunately, one day in June, 1910, gave a private exhibi-
occasions. tion to my family and a few friends in order to
" I engaged a supposed aviator to fly my machine demonstrate my ability as an aviator. Well, the flight
(later he informed me that he had never been in an terminated with half of the machine in some trees, and

THE SOMERVILLE BIPLANE.—Type 4 Ailerons on 1913 machine.

aeroplane before). However, the 80 h.p. H. Scott was the other half, with myself, piled on the ground. The
started, and away he went, climbing at a terrible angle. It engine being in front I was not much hurt, but the same
was evident from the start that he knew nothing whatever cannot be said about my feelings, seeing that my family
about flying. When he had reached an altitude of about and friends had witnessed the performance. This finished
250 ft. he did a banked turn, climbing all the while, and my ambition to become a great aviator, and later, when I
in this critical position he stopped the engine! The have occasionally tried my machines I have always taken
machine of course lost all headway and began to drop good care to do so when my friends were not in sight."
® ® ® ®
AERONAUTICAL SOCIETY OF GREAT BRITAIN. Tickets for visitors, not introduced, may be obtained from the
Secretary, II, Adam Street, Adelphi, W.C.
Official Notices. Light refreshments will be provided after the lecture.
Meetings.—The sixth meeting of the present session will be held The lecture previously announced for February 18th will not be
on Wednesday, February 4th, at 8.30 p.m., when The Rt. Hon. read. In its place a paper on "Airscrews" will be read by
The Lord Sydenham, G.C.M.G., K.C.M.G., &c., will pieside. Mr. F. H. Bramwell, B.Sc, A.F.Ae.S., of the National Physical
Lieut.-Col. F. H. Sykes, A.F.Ae.S., Royal Flying Corps, will Laboratory.
read a paper, to be followed by a discussion, on " Further Develop- Finance Committee.—Dr. A. P. Thurston has been appointed
ments of Military Aviation." to serve on the above committee in the place of Mr. Griffith Brewer,
Members are reminded that, under the rules, they may introduce resigned.
visitors to general meetings. B. G. COOPER, Secretary.
109
 Chart of the World '» Aviation Progress as Shown by the Best Records T o Date I *•

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 JANUARY 31, 1914.
[/HCNf]
"A W A R N I N G TO PILOTS."
A REPLY TO MR. BUSK AND MR. BAIRSTOW.
By HARRIS BOOTH, A M.Inst.C.E., A.F.Ae.S.
W H E N I wrote my article, " A Warning to Pilots," I never
condition is (lift) < (maximum lift)"—a condition which
supposed that a serious defender of the gravity-type of air-
is always fulfilled.
speed indicator would arise. Since, however,'Mr. Busk
Are aeroplanes then always safe ?
has published an article intended to prove that
There is one other point in Mr. Busk's article on
the speedometer is wrong and the velometer is right,
the velometer about which I want to make some
it is incumbent upon me to deal with his ideas rather
remarks.
fully.
It appears that he takes more interest in the critical
Mr. Busk is really only actually wrong in one point; angle of attack than in the critical speed. Now, as a
but when this is corrected, the consequent modifications matter of fact, the reaching of the critical angle causes
in his proof bring it entirely into line with mine. This failure of control, while the passing of the critical speed
point is as follows :— causes actual falling.
After correctly pointing out that the lift is equal to the As a personal preference, being a passenger, instead
apparent weight under all conditions, stalling and falling of a pilot like Mr. Busk, I would rather be out of
included, he goes on to say that the " maximum lift is control than falling—but I don't want to start a
equal to (maximum lift coefficient) x (area of planes) discussion on the relative demerits of the Devil and the
x p x (speed) 3 " : that is correct also. Deep Sea.
Then he says that it follows that "for safety it is
necessary that (apparent weight of aeroplane) < (a
constant) x p x (speed) 2 " : this is wrong ; he should have Mr. Bairstow has entirely misunderstood the question.
said " for safety it is necessary that (weight of aeroplane) What I said in my article, " A Warning to Pilots,"
< (a constant) x p x (speed) 2 ." applied, of course, to machines which are unstable
From this one error Mr. Busk naturally goes on longitudinally. Such machines require a speed indicator,
by steps which are right in themselves, to a false and the attention of the pilot to form what Mr. Bairstow
conclusion. has aptly called a "stable combination."
If Mr. Busk will try the effect of correcting this one Mr. Bairstow has apparently considered the case of a
slip in his proof, and the errors which follow from it, stable aeroplane, and, of course, there is no need to fit a
he will find that his calculations lead him exactly where speed indicator in this class at all.
mine led me. If Mr. Bairstow's letter really applies, as I imagine, to
Of course, I do not know for certain whether Mr. a stable machine, let him work out the corresponding
Busk's error proceeds from a slip or from an incorrect case for a machine which is just neutral—I suppose that
opinion. If he really is of opinion (which I do not for is possible—in the longitudinal sense.
a moment believe) that the safety condition is, as he Mr. Bairstow further says that my calculations refer
says, " (apparent weight) < (a constant) x p x (speed) 2 ," only to the instantaneous motion. This is incorrect.
the following reductio ad absurdum will immediately The next number of the Aeronautical Journal will con-
convince him. Substitute in the alleged safety condition tain an article in which I give a complete proof of the
the equation " (lift) = (apparent weight)" and you theory of the gravity-controlled air-speed indicator.
arrive at the statement "for safety the condition is When Mr. Bairstow has seen, this he will, I think, admit
(lift) < ( a constant) x p x (speed) 2 ." Now, looking back that my statement of the condition of affairs appliesyfrr
to see exactly what is meant by this "constant," we see the whole motion, and not only for the instantaneous or
that this statement is equivalent to " for safety the initial motion.
® ® » (V?

THREE HISTORIC MACHINES IN LINE A T HELIOPOLIS.—In the centre is Marc Pourpe's 60 h.p. Gnome-
Morane-Saulnier, which he flew from Cairo to Khartoum and is now flying back—this is the identical machine
on which Garros crossed the Mediterranean ij on the left is Vedrines 80 h.p. Gnome Bleriot which was
flown from Paris to Cairo ; while on the right is Bonnier's 80 h.p. Gnome-Nieuport, which has also been
flown from Paris to Cairo.
Ill C 2
 JANUARY 31, 1914.

tfjm}
THE ROYAL A I R C R A F T FACTORY A N D T H E INDUSTRY.
ELSEWHERE in this issue we deal editorially with the serious harm B.E. class were, therefore, clearly foreshadowed as early as
which is being done, in certain directions, by the ill-informed and March •o8th,
that1911,
date,and must
most ^ ^ ^ in± 1910,
probably T T although
, ^ T t the
T ^tail ulti-
SS
wildly irresponsible criticism, in more or less general terms, directed ?elv adopted was somewhat modified from that shown in the
against everything and everybody associated with the Royal Aircraft mat*. .:*_._:..„.,
illustrations given in,v the
tL* paper.
nann. Furthermore, 1an examination of
Factory. One great crime that looms more largely than anything he drawings of the S.E. machine already referred to will elicit a
else appears to be the alleged copying of the good features of machines very interesting fact, if the rudders are removed and the wings, tail
turned out either here or abroad, the Avro, Nieuport, Blenot, and skid and landing chassis are reversed, namely, that this machine is
Breguet being specifically mentioned. Without wishing to detract m to all appearances similar in construction to the B.E. design.
any way from the splendid work put into and done by these machines, At that time the only biplane in any way resembling this class of
and for reasons set out in our editorial comment, we have thought machine was the Breguet (see FLIGHT for December 17th, 1910,
it high time that some protest should be raised against this extra- and July 22nd, 1911), but the construction of the wings, landing
ordinary series of attacks which can only lead to one certain end, vox, fuselage, and tail planes were so radically different as to leave
namely, the crippling, not to say annihilation, of the financial no opening for a valid suggestion that any part had been copied m the
possibilities of the industry j and without any bias one way or the B E. machines. There was but one row of struts between the main
other, we have deemed it worth while to investigate in detail some planes, which were formed by ribs hinged upon a steel spar ; the
of the so-called " facts " to see if they will stand up to the light of steel landing gear was, and still is, of a special and peculiar type,
day. From various sources we have gleaned some interesting data, and no rear skid was employed ; the front portion of the fuselage
which speak for themselves, and we give the result of our enquiries was built up of pressed steel members, joining into a circular tube
below, which should be read in conjunction with, and, as it were, which continued to and supported the tail, which was mounted
as an appendix to, our editorial upon a universal-joint and had no fixed planes. Since that time,
comment already referred to. Mr. De Havilland designed a form of buffer gear for the landing
The first design of aeroplane chassis, which operated on the gun-recoil principle, but the only
built at the R.A.F. was known likeness to the Breguet construction was in its external appearance.
as the F., or the Farman type; The use of this particular form of gear has, however, since then
the second, the S.E., was illus- been discontinued.
trated in FLIGHT for July 15th,
1911, and was so named because Early in 1911 Mr. A. V. Roe was principally engaged on his
it belonged to the class originally triplane, and had not then commenced to achieve those successes
introduced by Santos Dumont. that have since been attained by his biplane. His triplane had a
It was characterised by the fuselage of triangular section, and only the part in the vicinity of
placing of the propeller behind the wings was covered in, whilst the tail planes were of flat section
the main planes, which were and formed by trapezium-shaped planes. The tail planes of the
preceded by a more intensely- Avro biplane were also of flat section, but of rectangular form with
loaded smaller plane. The third corners removed (see FLIGHT for November 4th, 1911). The
class of machine (see Fig. I) was tail planes of the Nieuport monoplane (see FLIGHT for
commenced at the end of 1911, December 17th, 1910 and October 7th, 1911) were also of flat
and was flown early in 1912, section (see Fig. 2). On the other hand, the tail plane (see Fig. 2<r)
the letters B.E. (Bleriot Ex- for the B.E. machine, was designed by Mr. G. J. Watts, (then of
perimental) being assigned to the Royal Aircraft Factory and now of the staff of Messrs. Vickers),
it as a compliment to Mons. the design being most elaborate, and based upon curves of righting
Bleriot, whose monoplanes had moments. It has since been superseded by the section shown in
the propeller placed in front of Fig. 2d, the reasons for so doing being given in the Advisory
the main supporting surfaces, Committee's Report.
and a tail. It is really difficult The differences in the shape of the wings and tail in plan is,
to see in what manner the however, of little consequence, and the particular manner of rounding
suggestion of copying has arisen off the planes is not significant compared with the enormous
in the case of this machine, importance of a section. In the design of the early wings of the
unless it be from the compli- B.E. machines the results of Eiffel's experiments were consulted
Fig. I.-Class " B " machine. mentary title, as in no part (see Advisory Committee's Reports for 1911-12) as is also done by
is any similarity observable. All the designers of many other machines, and in accordance with that
these machines were biplanes, and were clearly indicated and writer's recommendations a section intermediate between Bleriot
illustrated by Mr. Mervyn O'Gorman, in a paper entitled, XII iis and another form was tried, although this particular section
was abandoned later on the strength of model experiments carried out
'• I'roblems Relating to Aircraft," which was read before the Insti in an air channel at the National Physical Laboratory at the request
tution of Automobile Engineers on March 8th, 1911. As included in of the Royal Aircraft Factory.
the B class, he instanced the Antoinette, R.E.P., Bleriot, Breguet, The construction of the supporting surfaces on the Breguet
and the Avro. The three first-mentioned being monoplanes, the

Fig. 2.—Sections of tall planes: A, Avro tall, 1910-11. B, Nieuport toll, 1910-11. C, B.E. tall, 1911. D, B.E. tall, 1912.

last a triplane, and the Breguet a biplane, the classification biplane, which are quite a special feature of this machine, have
being governed by the position of the propeller relative to already been discussed ; and as regards the Avro biplane there are
the main planes and the location of the smaller plane, which, differences in the plan form, internal construction, and the method
in this class, is more lightly loaded than the main planes. The of assembling, which are readily observable from a comparison
112
 \fti£!Z
JANUARY 31, 1914.

between Figs. 1 and 4 and the scale drawing of B.E. 2a, eiven on supported on a spring axle, carries the machine on V-struts,
page 1062 of F L I G H T for November t 6 , 1912, whilst t i e strut the latest machine having shock absorbers fitted to these struts. On
section and arrangement are dissimilar. The Nieuport monoplane the latest model the main planes are staggered, the upper plane
also embodied an entirely different form of wing surface. being slightly in front of the lower, a construction which was first
employed, at all events in this country, on B.E. 3 (set- Advisory
Committee's Report, 1911 and 1912) as the result of research at the
National Physical Laboratory, and because they permitted a larger
field of vision. Ailerons were first fitted to the Avro hydroplane
(see F L I G H T for June 14th, 1913), and have also been used on the
machine subsequently developed.
On the Nieuport machines, minor alterations have been made,
such as affect the shape and dimensions of the planes, fuselagt, &c.—
the body, for example, has been tapered to a vertical knife edge at
the rear (see F L I G H T for March 22nd and April 19th, 1913) ; but
the general design employed on the earlier machines is still
continued.
With regard to the B.E. machines, many change;have been made
in the course of the last three years, but these have been principally
in regard to the wing section, and as such no suggestion of
copying can tie seriously entertained. Different methods of
wing fixing, various forms of control mechanism, and other minor
variations in design have been tested with the object of
finding that which is the most effective for military purposes ;
but the essential features that have characterised the B.E.'s
from their inception are in the main still retained on the
latest types. Among the alterations which may be mentioned as
having been made are the staggering of the planes previously
referred to, the hinging of the rear spars of the main planes, and
the equalising of the span of the tipper and lower wings for the
purpose of interchangeability ; whilst the tail area has also been
varied, its construction, however, remaining practically the same as
in the earlier machine.

The fuselage of the 1911 Avro biplane was of triangular section,

whereas that of the S.E. class had a rectangular section, and the
B.E.'s were, and still are, of rectangular form with a rounded
upper surface for a short distance behind the pilot's seat. Further,
the open bodywork and section of the Bleriot cannot be regarded
as in any way similar to the Army machines, which are canvas-
covered.^ T h e body of the Nieuport also, although covered in,
was dissimilar from the B.E. in regard to the shape of the nose and
its proportions, the fuselage having exceptionaiidepth at the front end.
In the landing gear similar differences occur, as references to the
drawings and illustration already mentioned will show, the Avro
having a chassis of the Farman type, supported on four wheels, on
the triplane ; and the arrangement seen in Fig. 4 on their biplane,
the construction used on the Nieuport being illustrated in Fig. 3 ;
whilst the special designs of chassis, employed on the Breguet and the
Bleriot, are already too well known to need further demonstration as
to their absolute dissimilarity. As regards the tail skid, this was,
and still is, to a large extent, of a design peculiar to the B.E.'s, and
was evolved for the purpose of rendering the machines manageable
on the ground at low speeds, when machines controlled solely by
the air rudder are out of hand ; whilst it also enables a machine to
be turned in a very short radius (see Advisory Committee's Report
for 1911 and 1912).
Coming to more recent times', it will be found that the special
form of wing surface construction, under-carriage, fuselage, and Fig. 4 .
tail of the Breguet machines remain, and have undergone A v r o b i p l a n e , 1910-11.
little fundamental change, except that the wings are now mounted
rigidly upon the steel spar, ailerons are fitted, and the whole In conclusion, we may observe that similarities in some respects
machine has been made more robust (see F L I G H T for February must necessarily exist between one machine and another, as is
22nd, June 14th and December 27th, 1913). On the Avro clearly evident from an inspection of current types of aeroplanes,
{see F L I G H T for March 30th and August 31st, 1912, and December for in the endeavour to obtain the highest efficiency, surfaces are
6th, 1913), the triangular-shaped fuselage has given place to one of smoothed off so as to obtain a streamline form, and thus become
rectangular section, which tapers to a knife edge at the rear, t h e more and more like one another in appearance, especially as the
upper surfaces being horizontal in straight flight ; whilst ample same authorities are consulted in their design, and the purposes for
depth of section has been given to the fore part, primarily in order which the completed machines are intended to be used, are very
to afford greater comfort for the pilot. T h e landing chassis similar. But these points of resemblance are common to other
has also been changed, for, instead of the double skids used machines than those referred to, and we therefore say it is evident
on the earlier machines, a construction somewhat, though that the individual characteristics of the original B.E. class of
not exactly, similar to that used on the Nieuport (see F L I G H T machine are still retained, and have not been modified by the intro-
or October 7th, 1911) is embodied, where a single skid duction of fresh features copied from other machines.

113
 [/OGHT JANUARY 31, 1914.

FROM T H E B R I T I S H FLYING GROUNDS.

carrying 'bus. Mr. Crawshay flew over from Hendon on a 50 h . p .
R o y a l A e r o C l u b Eastchufch F l y i n g G r o u n d s . Bleriot monoplane, which he left at Brooklands for overhaul at the
Monday last week was a busy day at Eastchurch. first thing new Bleriot works. Lieuts. Adams (50 h.p. Avro, No. 289), Hordern
Capt. Kilbum was up on Short 65, making a high flight. Later he
(50 h.p. Avro, No. 291), and Wilson (50 h . p . Avro, N o . 288)
flew on the same machine to the Isle of Grain, returning later with
Mr. Gordon Bell a* passenger. Capt. Courtney took up Sopwith 27, arrived from Farnborough within a few minutes of each other,
Lieut. Marix Bristol tractor 43, and Lieut. Pierce Dep. 36. returning thence after a short stay.
Lieut. Marix made a fine flight on the Bristol tractor 43, making The Bristol and Vickers Schools were engaged all day with their
nicely banked turns and flying at low speed. Lieut. Pierce also respective pupils on Friday. On Saturday Mr. Raynham gave
made a good long flight on Sopwith 27. Lieut. Littleton also flying some excellent exhibition flights on the 80 h . p . Avro biplane, and
well on Dep. 36. Capt. Courtney took up the Dep. 36 just before Messrs. Barnwell and Waterfall made a number of circuits on the
dusk. Martinsyde monoplane, Mr. Waterfall being in the air for some
time and finishing with an extremely well-judged landing.
Com. Samson was making numerous flights Tuesday on S 10
100 h.p. tractor, taking Mr. C. K. Fairey as passenger. Capt. On Sunday the weather conditions were by no means ideal, and
Kilburn was up on S 65, making two long and high flights. Capt. only two machines ventured up in the gusty wind which was blow-
Kilburn also made a nice flight on Avro 4 1 . Later Com. Samson ing—the Martinsyde monoplane and the 80 h . p . Avro biplane.
took up S 3 for a long cross-country flight, taking Fairey as Mr. Raynham took up the winner of the ballot for the free passenger
passenger as before. flight, Mr. N. Huggins, of Cherry Orchard, Staines, on the Avro
All the pilots and machines were hard at work all day Wednesday. biplane, the machine making a perfect landing in the gusty wind.
Lieut. Marix made a fine flight on S 65. Then Lieut. Collet and Mr. Pixton had one of the Sopwith (Green) biplanes out for testing.
Capt. Kilburn had the same machine up in turn. Lieut. Pierce Next week an 80 h.p. Avro (propeller) biplane, suitable for gun
flying well on S 64. Lieut. Pierce, with Lieut. Clarke Hall as carrying, is expected.
gunner on the gun (Maxim) machine No. 66, Lieut. Marix flying Bristol School.—The high wind prevented any tuition in the
well on S 65. Lieut. Collett made an extensive flight on early morning of Monday, last week, but towards mid-day it
S 64. Telegraphist Sparks made a good show on the M. Farman. became calmer, and Merriam and Halford took Air-Mechanic
P.O. Andrew on Avro 41. Leading Seaman Bateman on the Locker and Lieut. Binney on several long flights, the latter pupil
M. Farman with a passenger. Lieut. Marix made a long and high
flight on Dep. 36, finishing with a fine spiral descent. Lieut.
Collett was up for a long turn on S 65 making fine banked turns.
Capt. Courtney instructing on S 2.
Thursday again saw all pilots up. Com. Samson, with Lieut.
Clarke Hall as passenger, left for Farnborough in morning on S 3.
Lieut. Collett flying well on S 65. Lieut. Davis making a fine
long flight on Sopwith 27 ; Lieut. Marix also putting up a good
show on same machine. Lieut. Pierce on S 65, Capt. Kilburn on
S 64. Capt. Courtney instructing on S 2, later pupil doing straights
with Capt. Courtney in passenger's seat. Asst.-Paymaster Finch
Noyes on H . Farman 31. Eng.-Lieut. Briggs up nearly all
afternoon on Bleriot 39. P.O. Andrews on Avro 4 1 , and Leading
Seaman Bateman on same machine. Lieut. Osmond making long
flights on S 64 and 65.
Friday was rather slack. Capt. Courtney instructing on No. 2.
Lieut. Osmond made two circuits on No. 2. Later the pupil
flying straights and making some good circuits. Com. Samson
returned, with Lieut. Clarke Hall as passenger, from Farnborough
on S 3 .
Although there was a heavy mist Saturday and it was freezing
hard, Capt. Courtney had his officer pupil. Alter one short straight
the pupil made some fine circuits and landing, doing his circuits
from a good height, keeping this up till lunch time. Mist coming
on thicker prevented him going out again.
Civilian Flying.—Monday morning, last week, Mr. Bell was up
on the Short 100 h.p. Gnome tractor. After a short preliminary
flight he headed straight for the Isle of Grain Hydro Station, where
he made a safe landing, Mr. C. Fairey accompanying him. This
machine is intended for the Grain Station. On Thursday, Mr.
Gordon Bell was up again on the new Short tractor. After a few M r . T h o m a s H i n s h e l w o o d , w h o passed t h e n e c e s s a r y t e s t s
staid circuits he put up a fine show of fancy flying. On Saturday, for h i s brevet at the Vickers School, B r o o k l a n d s , o n
Mr. Bell was again flying the machine, making some good high and N o v e m b e r 2 5 t h last.
cross-country flights, but owing to mist and extreme cold he could
not get very far away. having complete control. Mr. Racine Jacques made two straights
but found it too bumpy to continue. Merriam took Lieut.
Brooklands A e r o d r o m e . Lawrence, in the afternoon, for his first flight, Halford following
O N Monday last week, the Vickers and Bristol Schools were with Lieut. Ames, and later Lieut. Lawrence. Merriam sitting
at work both morning and afternoon. Mr. Barnwell with a behind Lieut. Binney (twice) on straights and circuits, also behind
passenger was further te.ting the 100 h.p. Vickers gun-carrying Lieut. Ames.
Tuesday, too windy for school work. Wednesday, after testing,
Mr. Pixton with a mechanic as passenger started for Farnborough Halford took Lieut. Lawrence and Lieut. Fraser on straights and
on Tuesday in a gusty wind, but finding the weather conditions too landings, Merriam following shortly afterwards with Lieut. Binney
bad, returned to Brooklands, and went over to Farnborough in the
afternoon. and Lieut. Lawrence. Halford giving tuition to Lieuts. Fraser and
Lawrence and Air-Mechanic Locker, during which Mr. Ricine
Mr. Barnwell flew to Farnborough on the Vickers gun-carrying Jacques made two solos. Merriam then in the passenger seat with
biplane, on Wednesday. Messrs. Merriam and Halford were busy Lieut. Binney (twice), Lieut. Fraser and Air-Mechanic Locker.
at the Bristol School with pupils. Mr. Raynham made several
The strong wind in the afternoon prevented any tuition.
good flights on the So h.p. Avro, afterwards testing the new 50 h.p.
Avro, and flying to Farnborough on the 80 h.p. Avro. Mr Alcock Halford gave tuition to Lieut. Binney, and afterwards to Lieuts.
was testing the Maurice Farman with its 100 h . p . Sunbeam Fraser and Lawrence, Thursday. Merriam then took Lieut.
engine. r Binney on straights, and with Lieuts. Lawrence and Fraser and Air-
Mechanic Locker, the three latter having complete control. Lieut.
On Thursday, Herr Roempler was out on the D . F . W . all-steel Fraser then made his first solo, which he accomplished splendidly.
biplane. The Martinsyde monoplane made a number of flights. After breakfast Merriam made a solo test flight over W e y b n d g e ,
The Bristol and Vickers Schools were busy with pupils. Mr Alcock and then took Lieut. Binney for tuition. Halford went out with
was out on the Maurice Farman (100 h.p. Sunbeam) biplane. Lieut. Lawrence on straights and circuits. Lieut. Fraser afterwards
Mr. Raynham flew to Hendon to deliver the new so h.p. Avro made a short solo, but found the weather was too bumpy to
ordered by Mr. Hall. Mr. Barnwell was testing the Vickers gun- continue.
II 4
JANUARY 31, 1914.

(/yog

AT BROOKLANDS.—Mr. Hawker in flight on the Sopwlth Tractor during the past season.

"5
 W . H . E w e n School.—At the beginning of last week it was
The weather all day Friday was very foggy, but, clearing for a
too windy for pupils. M. Baumann was out for a short time on the
short time, Halford took Lieut. Fraser for tuition, then gave a long
brevet machine on Wednesday morning, but found it too bumpy lor
flight each to Lieut. Lawrence and Air-Mechanic Locker, afterwards
school work.
sining behind Lieut. Fraser.
On Thursday, the pupils were out at 8.10 a.m. After a test
Saturday, no tuition was possible all day on account of the tog in
flight by M. Baumann on the brevet machine, Mr. Murray did
the morning, followed by a strong wind during the afternoon.
circuits and landing practice with the engine shut off, and Mr.
V l c k e r s School.—Wednesday, last week, Elsdon and Knight
Cooper was doing circuits and making nice landings. On the
on biplanes with Lieuts. Crosbie, Monckton and Prichard.
35 h.p. Caudron No. 1, Mr. F . W . Goodden made a test flight,
Thursday, Knight and Elsdon on biplanes with Lieuts. Crosbie,
after which Lieut. Kinnear and Mr. Bankes-Price did strai<rhts, Mr.
Monckton and Prichard, and Mr. Creagh. Mr. Hinshelwood
Freshney short flights, and Mr. R. G. Garvin, a new pupil, was
Straights on No. 3 Mono. Barnwell on biplane with Lieuts. Crosbie,
rolling.
Monckton and Prichard and Mr. Hurst. Barnwell testing new
gun-carrying biplane. The School was out at 9 a.m. on Friday, when, after test flight by
Friday, Knight and Elsdon with Lieuts. Crosbie, Monckton and M. Baumann on brevet machine, Messrs. Cooper and Murray did
1'richard, and Mr. Creagh on biplane. Barnwell with Mr. Hurst some good circuits. On 35 h.p. Caudron No. 1 Mr. Goodden was
and Lieuts. Monckton and Crosbie. instructing Lieut. Kinnear, who was doing straights and half,
S u n b e a m Activity. —On Wednesday, January 21st, Jack Alcock circuits, Mr. Price straights, and Messrs. Busk, Carruthers and
was flying the l o o h . p . Sunbeam-engined M. Farman, carrying a Garvin rolling. At 3 p.m. the pupils were again out under the
passenger, for one hour. Several exhibition and passenger flights instruction of M. Baumann and Mr. F . W . Goodden. On brevet
were made on the following day, while on Friday passenger flights, machine Mr. Cooper doing circuits, figures of eight and vol plant
aggregating two hours, were made. without engine, and Mr. Murray doing circuits. On 35 h.p.
Caudron No. I Lieut. Kinnear half-circuits, Mr. Price straights, and
Eastbourne Aerodrome. Messrs. Busk, Carruthers and Garvin rolling.
F R I D A Y was the first possible day for school work during last H a l l School.—Sunday week, J. W. Hall flying Caudron at
week. Gassier was out early on the E.A.C. biplane, and later took i.ooo ft.
Mrs. Salmon up for four lessons. Fowler was up on the Bristol, Monday and Tuesday, a gale. Wednesday, No. 2 Caudron
passenger carrying, and Hunt was also'out on the Bristol. In the adjusted for pupils, and Thursday, 50 two-seater (dual control)
afternoon Mrs. Salmon had two more stunts, and Hunt was out arrived from Brooklands, piloted by P. Raynham. J. W . Hall took
again. delivery and put machine through climbing tests. Two passengers
Saturday, Gassier was up, with Mrs. Salmon driving, for four carried, and Mr. Russell, of Ewen School. W . A. Burn received
trips. Mrs. Salmon is now handling the controls very well, and instruction, Friday, on dual control Avro biplane, No. l Caudron
will soon be able to do a solo. Hunt was again up in the afternoon. meanwhile being fitted with 50 Gnome. Too foggy, Saturday, for
Monday afternoon Mrs. Salmon was out three times with Gassier, practice. In afternoon J. W. Hall managed to give a short
and Hunt had three stunts over the surrounding country. exhibition of flying on 50 Avro, and afterwards took out double-
surfaced Caudron for tests.
Sunday, Mr. Allen received instruction on Avro in -IO m.o.h
J v
wind.
Salisbury Plain.
Bristol School.—Monday, last week, Jullerot first made a
trial flight, afterwards taking Capt. Walcott for two flights, Mr.
Gipps in the meantime having tuition on the tractor biplane. Voigt
took up Mr. Stmt for a long flight, and later, while Jullerot was
flying solo on the tractor, gave tuition to Capt. Walcott (three
trips) and Mr. Stutt (two trips).
Tuesday, weather unfit for tuition.
Voigt, after making a trial flight, Wednesday, gave landing
practice to Mr. Stutt and took Capt. Walcott for a flight. I n the
afternoon Voigt gave tuition to Mr. Stutt twice and also to Capt.
Walcott twice. Jullerot also made a solo on the tractor biplane,
taking a lady passenger.
Voigt out for test, Thursday, then with Mr. Stutt and Capt.
Walcott for tuition. Jullerot made a flight on the tractor, afterwards
taking Mr. Tod on the same machine, Sippe then going up for a

Friday, Mr. Stutt was taken for two flights by Voigt, after which
Jullerot took out the staggered plane tractor biplane, taking in turn as
passengers, Capt. Walcott, Mr. Gipps and L i e u t Huish. Voigt with
Mr. Stutt and Capt. Walcott for two flights each, the latter pupil
then going with Merriam for spirals and banked turns. Merriam
made a solo on the tractor biplane.
Jullerot and Voigt gave tuition to Mr. Stutt (three flights) and
Lieut. Binney on Saturday, after which the former instructor made a
Mr. F . G. D u n n , w h o h a s secured his brevet at the solo in the tractor, then taking Lieut. Binney as passenger. Sippe
Blerlot school a t H e n d o n . and Merriam each made good solos on the tractor, the latter then
taking Mr. Stutt for tuition on the school biplane. In the afterno6n
Merriam went out for 20 mins. on the tractor, rising to 2,000 ft.,
L o n d o n Aerodrome, Collindale A v e n u e , H e n d o n . landing with spirals. Jullerot gave tuition to Mr. Stutt, but the
G r a h a m e - W h l t e School.-Wednesday, last week.b weather weather prevented any further flying.
very bad, but Messrs. Lillywhite and Cripps circuits and spirals, &c. Shoreham Aerodrome.
Messrs. Parker, Cowley straights Thursday, with Instructor
Strange m passenger seat. Messrs. Bjorkland, Cripps, Norris, A CONSIDERABLE amount of school work has been done during
Lallywhite solo circuits, spirals, &c. the past week, the weather having been much more favourable for
practice than it has been for a considerable time. Every day
Friday, Messrs. Piercy, Parker, Cowley, Lindop straights with has seen quite a lot of good work, and Mr. R. P. Cannon and
Instructors Manton and Strange in passenger seats. Messrs. Barrs Lieut. Clemson, R . N . R . , have done good circuits on the 45 h . p .
(ne
M » « L „, S " P u P' ls > r o l ' w g and straights with Instructor Green-Avro. r

SJK S J K R w E T 'Bjork,and'Norris'Cripps> sol° A T ^ 6 IT1?, d

»°i n S " s t r a i g h t s " during the week were Messrs.
A. Maskall, F . Maskall, Purnell and Hayland-Wilson, and the last
T ™ l I * d i 0 t r £ C M ° 1 r ° n T h U f d a y a n d F r i d a y , a s t ™ e k , Ja'es named shows great promise, handling the 4 S h.p. machine excep-
I " l d ' . " ~ r r f i a C t ? r i m a , d e S e V T ' fliShts i n brevet monoplane. tionally well. Mr. Arkman (new pupil) has done his rolling practice,
Mr. E Gower, certificated p.lot, made several flights for practice.
aU Ulal fllghtS w ™ n ° . T 1 p r 0 m 0 t e _ d t 0 - t h e m o r e P° w <*ful machine. MF. William
ctp^Tuccef ^ * « ^ certificate, with H . Elliott has acted as instructor during the week, and has also put
up some particularly good flights.
tn R r ^ * l a ^ C T W S ^ y 2? W ° " I? h - p - Gnorce-Bleriot from Hendon A Henry Farman type machine, fitted with a 50 h . p . Gnome
to Brooklands, leaving the machine there in the new Bleriot sheds.
engine, will be added to the school machines in a week or so.
Il6
 J A N U A R Y 31, 1914. [/UGHTJ

IKe Roc/al ffiero Cla

of the lljxited
OFFICIAL MOTICES TO M E M B E R S Kh\gdo
BE
International Races. GORDON-BENNETT AVIATION CUP.
T H E attention of Aviators and Manufacturers is particularly drawn Rules for 1914,
to the following DOtices regarding International Races : —
T H E JACQUES SCHNEIDER M A R I T I M E AVIATION C U P AND The Race for the Gordon-Bennett Aviation Cup will take place
PRIZE, 2 s . 000 FRS
-
in France this year.
Mr. Jacques Schneider has given a trophy of the value of T h e Race will be over a distance of 200 kilometres on a course
25,000 francs and a cash prize of 25,000 francs for three years for having a minimum distance of 5 kilometres.
international maritime aviation competition. Competing aircraft, before taking part in the Race, will have to
Each club affiliated to the Federation Aeronautique Internationale pass the following preliminary test :—
has the right to challenge the holder, the Aero-Club de France, and A flight in a straight line out and back of about 2 kilometres,
such challenge must be sent in before March 1st, 1914. without touching the ground, at a constant height of not more than
The Committee of the Royal Aero Club will select three com- 30 metres. The speed of the test shall be the mean of the speeds of
petitors to represent the British Empire, and intending candidates the flights out and back, which must not exceed 70 kilometres per
are requested to notify the Secretary on or before Tuesday, February hour. In this test the aircraft must carry sufficient petrol and oil to
24th, 1914, of their willingness to compete, if chosen. Applica- cover the whole course of 200 kilometres. Three attempts will be
tions must be accompanied by a cheque for £ 2 0 , the entry fee, which allowed to each competitor.
amount will be returned should the entrant not be selected. After the qualifying tests have been passed, no modifications may
be made to the aircraft. Repairs will only be allowed with the
Regulations for 1914. permission and under the control of the Officials.
(Translation from the French.) Each club affiliated to the F&l^ration Aeionautique Inter-
The distance to be accomplished for the Jacques Schneider nationale has the right to challenge the holder, the Aero-Club
Maritime Aviation Competition in 1914 is 150 nautical miles. de France, and such challenge must be sent in before March 1st,
The Competition will take place exclusively at sea on a closed 1914.
circuit having a minimum course of 5 nautical miles and situated The Committee of the Royal Aero Club will select the three
outside any port or closed harbour. Alightings are permitted. competitors to represent the British Empire, and intending candi-
Competitors may start at any time they wish between 8 a.m. dates are requested to notify the Secretary on or before Tuesday,
and the official hour of sunset. Only one attempt is allowed, and February 24th, 1914, of their willingness to compete if chosen.
before starting a competitor must notify the officials of his intention Applications must be accompanied by a cheque for / 2 0 , the
to take part in the Race. Two copies of the final regulations will entry fee, which amount will be returned should the entrant not be
be handed to all contestants, and one copy of these regulations, selected.
signed as approved, must be handed by the competitor to the I n t e r n a t i o n a l Hydro-Aeroplane Competition.
official before starting in the competition. The Club has received particulars of an International Hydro-
The competitor will then navigate his machine over the line of aeroplane Competition to be held on the Rivers Scheldt, Meuse
departure, rise, and make a tour of the course with at least two and Rhine, on June i5th-25th, 1914. T h e contest is over a course
alightings on the water at points indicated by the officials. This of about 1,400 kilometres and the prizes amount to about £ 5 , 0 0 0 .
having been accomplished, he must proceed without alighting to
The organisation is in the hands of the Aero Clubs of Belgium,
make the first lap of the circuit, clearing the line of departure in full
Germany and Holland, and the competition will 1* held under the
flight. H e must then continue the course until the whole distance
rules of the Federation A6ronautique Internationale. Further
has been completed, when the arriving line must be passed in full
flight and the alighting made on the course. particulars may be obtained from the Royal Aero Club.
T h e Race will take place at Monaco on April 20th, 1914. 166, Piccadilly, W. H A R O L D E. P E R R I N , Secretary.

A n o t h e r v i e w of M r . Frank McClean's Short waterplane on w h i c h he has been h e l p i n g to make history o n the

N i l e . Standing o n the near float i s Mr. Horace Short, the designer a n d constructor of the m a c h i n e .
117
 JANUARY 31, 1914.

[/®I]
EDDIES.
I SEE the French have started all-night airship flights topsy-turvy business on some, that they are not quite
now. The airship "Adjudant Vincenot" left Issy-les- sure whether thev went home at all, and even so, what
Moulineaux at six o'clock last Friday evening, and did time they arrived I believe there were all sorts of minor
not return till eleven the next morning. They say it troubles on the various ways home. I heard of one car-
journeyed to" Verdun and back : but did it ? We don't party who had not got so very far when something went
want any more of the night-scare business that we had a wrong with the works, which could not be put right
few months ago, and, moreover, a lot of our coastguards without spare parts. I believe—mind you, this is only
are married men, and don't want to be kept out all night what I gather, and I can in no way vouch for the truth
walking the cliffs looking for airships, and not seeing of it—that somebody set off to Hendon to bring relief in
them after all their trouble, when there is a nice warm the shape of another car, and that in going back to search
bed waiting at home. I think they ought really to give for the wrecked ones, who were presumably somewhere
an undertaking not to come over our side of the streak. between Hendon and Piccadilly,-the districts searched
I would have them remember also that most parts of our included Hendon, Golders Green, Finchley, Barnet,
coastline is prohibited area, and they mustn't fly over it Potters Bar, Camden Town, and a few other places;
at all. If they want to see Dover or Folkestone, they meanwhile, the wrecked ones, tired of waiting, walked
should come over by boat in the orthodox way. If they
home.
come by air, we shall signal to them to come down; and
if they ignore our signals we shall—well, I am not quite The Daily Citizen says there is surely a touch of
sure what we shall do, but we shall be quite nasty about it. irony in the fact that a model Zeppelin had been placed
X X X on view in the cold luncheon-room of the Law Courts.
Lincoln Beachey has added indoor flying to his other I'm afraid I don't see the joke, but no matter. I see it
achievements, and is now making flights in the Machinery is the work of one of the chefs employed at the Courts,
Hall of the Panama Exhibition at " Frisco." According who has also made a model aeroplane " from un-
to reports, he has said that all he now yearns for is to promising materials he found in the Law Courts'kitchen."
fly underground. If his flight is really a flight, and not I should not have thought they would have had any
a hop, I should say he is doing his best to realise his unpromising material in the kitchen at all; but I suppose
ambition. I don't know what size this hall may be, but trade is so bad in the business of getting briefs just now
it must beat anything we have on this side if he is really that the poor barristers have to cut expenses, and cannot
flying in the true sense of afford to pay the price they used to do for their little
ESCALATOR the word ; but then they DO luncheons. By the way, these same legal luminaries,
TO THE TRAINS top us in everything where or others like them—it is hard to tell, they are so much
size is concerned. As to alike—seem to delight in going down to the Embank-
flying indoors, our inimit- ment every day during the luncheon hour to feed the
able Harry Tate has been gulls. This should be one of the sights of London.
doing this for quite a while, The Law providing food for the gulls ! It is generally
and is still doing it after- the other way about.
noon and evening at the
London Hippodrome. I
saw him, only the other day, It is with regret that we have to once more place on
on his " Very hot potato- record the death of a pilot. Mr. G. Lee Temple was
plane," when he gave Ethel killed at Hendon on Sunday last. Flying on his B16riot,
Levy a fine flight at an it appears that he attempted to land with the wind, in one
altitude of, as he said, of the steep dives he has so recently been executing, from
about nine miles. He has an altitude of only about 300 ft., and that a gust of wind
now added looping the loop under the tail put the machine over the vertical. Being
to his previous exhibition, so near the ground he had no room in which to flatten
and to see him accomplish this feat with Miss Levy is a out, and the machine struck the earth almost nose on,
thing not to be missed. He does it so easily too. To killing the pilot on the spot. Temple was a very
save any risk, the/use/age, if it may be called one, stands promising pilot, and was coming on tremendously in his
still whilst the wings turn round. Tate says this is much flying. H e was very proud of the honour of having
the better way and saves no end of bother; but Miss been the first Englishman to fly upside down in this
Levy seemed disappointed that she had dressed for the country, though he wisely listened to the advice of older
part, and was not going to turn upside-down after all. pilots that his machine was not quite suited to the strain
X X X
put upon it, and had decided to give up all thought of
looping the loop till he could get a machine from Bleriot
If great events cast their shadows before.it must be specially designed for the purpose. H e will be missed
their reflections that follow behind. I heard a good deal at Hendon during the coming season, and we beg to
about the upside-down dinner before the event but I offer our sincere condolences to his family.
have heard of some rather curious happenings since
which filter out gradually m conversation. Lots of
people who were there have asked me if I was. If thev
were there and d.d not see me, either-well, never mind The flying of machines over and about the houses
To get on w,th the story. One and all, before many at Hendon and district appears to be causing much
words of their story had passed, have said, " I got home dissatisfaction among the residents. A writer to the
about two," or « I didn't get home till nearly f o u r " ™ n Times complains that the airmen fly right over his
fact, I am firmly of belief that such an effect had this house and garden, so low as to sometimes almost
touch the conservatory roof. Another complains
118
 JANUARY 31, 1914. 1/tlGHT
that they fly so near his threatened, in the absence of satisfaction, to leave him and
house and so low that he his party there all night. It appears from the report that
sometimes feels inclined a great search of pockets only resulted in two shillings,
to draw the curtains. It which was thrown down. This was not nearly enough
must be very annoying to to satisfy the rescuers, and a further search had to be
those residents who wish made, when the amount was increased to four. One
for a little peace on Sun- of the party then climbed up and released the rope.
day, after perhaps a busy Four shillings between at least three people does not
week in the City, to have seem to be much cash to carry on a balloon voyage, but
machines constantly buz- I suppose weight has to be taken into consideration.
zing round their houses at Money is very weighty stuff, I believe, though I have
low altitudes; and there never had enough of it at one time to make much
is not the slightest reason difference. In any case, it carried weight with it in this
why it should be done. instance, and one wonders what the result would have
Pilots should have a little been could that last two shillings not have been found.
thought for the comfort
X X X
and wishes of others. I
should think the aero- When Mr. Hawker returns to this country from
drome at Hendon is Australia, he will have to search out Mr. Rutherford,
quite large enough for all of Gainsborough, and have a few words with him. Mr.
ordinary purposes; and even if pilots must go outside, Rutherford rode up to one of the hotels in Lincoln the
there is plenty of country on the far side, away from the other day on a motor cycle, and said he was Hawker,
houses, where they can indulge in a little cross-country come to do some exhibition flying in the neighbourhood.
flying. Personally, I have often thought that I should He was of course immediately the hero of the place,
not care to live in one of the houses in Collindale Avenue, and was introduced to all and sundry. H e had great
owing to the amount of flying over the house-tops. tales to tell of his flight round Great Britain, and what
Sooner or later there will be a repetition of Gibert's he was going to do in the future. So friendly did he
exploit, and a machine will sample a roof. Should this become, that he promised to take many of the guests
happen in the early morning, when people will probably for a joy-ride so soon as his mechanics should arrive
be sleeping in the top rooms, it might mean a loss of life. with the machine. Of course, there is always somebody
Hendon is a most popular place at the moment, and it who can't leave a poor chap alone, and the kill-joy in
would be a pity to bring it into disrepute through a little this case was a policeman, who turned up and arrested
want of thought. I hope those in power will do their the giddy Rutherford for stealing the motor bike which
best to see that the practice is discontinued. he had hired at Gainsborough and had forgotten to
return. The police found that he was in the possession
X X X
of ninepence, which goes to prove the old saying, that
The peasants of Rambouillet are out to make money it is not always necessary to possess money to be happy.
where possible. When the guide-rope of Commander Incidentally he said he had had over a thousand offers
Felix's balloon caught in a tree there the other day, and of marriage. Perhaps, when he has finished his four
he called on them to send one of their number up the months' imprisonment, he will consider o n e of them.
tree to release it, they began to bargain with him as to
how much he was prepared to pay for the service, and " W I L L O' THE W I S P . "

® ® ® ®
FLYING A T HENDON.
T H E Second January Meeting at Hendon last Saturday was indeed On Saturday, in place of the cross-country handicap, a speed
like a January one, for the ground all round was covered with a handicap was flown instead. As usual, before the racing, numerous
white frost and it was bitterly cold. There was in addition a fairly exhibition and passenger flights were made by the Hendon aviators,
thick fog, which rendered it impossible to hold the 16-mile cross- amongst whom were Claude Grahame-White on the Maurice
country handicap, down on the programme. In spite of this, Farman, W. L. Brock on the 80 h.p. B16riot, G. L. Temple on
however, a very successful meeting resulted, and the flying itself was his SO h.p. Bleriot, Marcus D. Manton, R. H . Carr, L. Strange,
rendered extremely interesting and weird by the presence of the and E . Lillywhite on G.-W. biplanes, G. M. Dyott on the Dyolt
fog which hid the aeroplanes from view except when in close monoplane, Gustav Hamel on his Morane-Saulnier, and J . L. Hall,
proximity with the enclosures. . who flew his new Avro biplane. The race was flown in two heats
The fatal accident—the only one that has occurred at these week- of four laps each, and a final heat of six laps. The first heat was
end meetings, and the third only that has taken place at the Aero- made up of the following : — L . Strange on a G.-W. 'bus (3 mins.),
drome itself—unfortunately marred the flying of Sunday, that Marcus D. Manton on another G.-W. 'bus (2 mins. 15 sees.),
extremely plucky young pilot, George Lee Temple, meeting with Louis Noel, on the Maurice Farman (1 min. 33 sees.), and
an untimely end at the termination of ;i successful exhibition flight. W. L. Brock on the 80 h.p. Bleriot (scratch). Brock very
Temple had been away from the aerodrome for a couple of weeks nearly worked his way up to first place from scratch, but
laid up with an attack of influenza, and returned to his Bleriot on failed to pass Manton by 1 s e c , the third man coming in 2 sees,
Saturday, and took part in the day's proceedings, although still after. There were four starters in the second heat, viz., G. L.
feeling far from well. It was toward the end of the afternoon on Temple, on his Bldriot (2 mins. 47 sees.), R. H . Carr on a G.-W.
Sunday that he went up on his 50 h.p. BKiriot with the intention of 'bus (2 mins. 27 sees.), G. M. Dyott on the Dyott monoplane
making but a short flight. The wind was blowing in nasty gusts of (27 sees.), and Philippe Marty on the 80 h . p . Morane-Saulnier
about 30 m . p h., that made it rather unpleasant flying. After com- (scratch). In this heat Carr retained the lead throughout, and the
pleting a few circuits of the aerodrome, executing some spirals the scratch man, Marty, put up a magnificent struggle for second
meanwhile, he made one of his usual nose dives when over by the place, which he obtained by a bare one-fifth of a second from
railway, and was about to land, when, apparently, a gust of wind Dyott. T h e final heat resulted in a magnificent finish, all
struck the tail of the machine and blew it over on its back, in which four competitors reaching home within two seconds. Brock was
position it crashed to earth. The unfortunate pilot, who was the first to cross the line, Marty following three-fifths of a second
strapped in his seat, was soon extricated from the wreckage, when it after, with Manton one-fifth of a second behind. Carr followed one
was found that his neck was broken, so that death must have second after Manton. This heat was extremely exciting, a-i all four
been instantaneous. In G. L . Temple we have undoubtedly lost a machines loomed out of the fog in a bunch quite suddenly, although one
pilot who was rapidly making his way to the front rank of aviators. could tell by the roar of the engines that they were close together.

lip
 As previously mentioned, Sunday was very gusty, but several
„ ,. Handicap
Handicap. T i m e - exhibition and passenger flights were put up by the Hendon pilots,
Speed H a n d i c a p . Final Heat (6 laps). including Claude Grahame- White and Louis Noel on the Maurice
m. S. m. s. Farman, W. L. Brock on the 80 p.h. Bleriot, Marcus D Manton,
I. W . L. Brock ( 8 o h . p . Bleriot monoplane)... o 20 11 40 L. Strange and A. Lillywhite on G.-W. 'buses, and J . L. Hall on
3. Philippe Marty (80 h.p. Morane-Saulmer his new Avro biplane. The fatal accident to G. L. Temple occurred
monoplane) scratch II 4°i at about 4 o'clock, Temple being the last to ascend. At the time of
3. Marcus D. Manton ( 5 o h . p . G.-W. biplane) 3 42 the accident Grahame-White was up in the Maurice Farman.
11 42
4. K. H . Carr (50 h.p. G.-W. biplane) ... 3 ' 5
® ® ® ®
DISCUSSION ON " T H E STABILITY OF A E R O P L A N E S . "
shown that a slightly stable aeroplane is not only more comfortable
DURING the discussion on Mr. Leonard Bairstow's paper on " The
Stability of Aeroplanes," which was read before the Aeronautical to fly but easier to land than one which is unstable. H e drew
Society on the 21st inst., Mr. Harris Booth said he considered that attention to an aspect of this problem of stability which, he said,
the propeller effect was negligible except so far as side winds were had not yet been seriously considered—namely, the loss of power
concerned, but the torque of reaction from the engine when switched involved in the side-slip necessary to right a roll. H e also stated
on and off was a more serious matter. He had made experiments that as all stability arrangements, whether inherent or mechanical,
with two of the models given in Professor Bryan's work on stability depend on gravity for a sense of direction, side-slip was as necessary
in aviation, and had found the two-fin model to be unstable, the for mechanical as for inherent lateral stability.
flight ending in a spiral nose dive, but with the model given in Mr. Mervyn O'Gorman commented upon the number of patentees
Fig- 34 of that book, having one fin and a tail rudder, he had of various stabilising devices, and suggested that in dealing with
obtained consistent flights. H e thought that if equations could be such inventions it would be well to get the inventor to explain step
obtained for stability in curvilinear flight, they would do much to by step in what manner he had been able to solve the problems of
advance the science of aeronautics. Mr. Booth then indicated a stability. It was generally thought, he said, that the machine
method he had employed in launching models by the use of a box kite. which was the least tossed about in the air was the most stable,
The kite was sent up attached to an endless string running on two whereas the reverse was really the case. H e pointed out that many
pulley?, one of which was connected to the bridal on the kite, and the of the difficulties arose from the fact that an aeroplane had to land,
other fixed to the ground. The model was attached to the string by a not only head to wind, but also in side winds, which placed a vertical
piece of cotton, so that when it reached the upper pulley a jerk was fin system and the large dihedral angle machines at a disadvantage.
sufficient to break the cotton and launch the model. Mr. Jones observed that he had discussed this matter with a pilot
Mr. T. W. K. Clarke suggested that stability might be gained by friend, who strongly objected to inherent stability, and on getting at
the use of devices operated by inertia, such as a bar bell set up on his reasons found that it was due to the fact that such machines are
the axis of a machine, or by the use of the gyroscope. Mr. Handley more uncomfortable, because they are more pushed out of their course
Page gave a demonstration with a stable model, which he made to by gusty winds. The question to be settled, he considered, was how
" loop the |oop " when he imparted the necessary velocity to the much stability should be allowed in the machine, and he thought
machine : and observed that when the speed is too slow the model that this should be decided by pilots, who would bring their require-
rites to its topmost position and then performs a tail slide. ments to the aeroplane constructors. It would, he considered, be
Major Brooke Popham observed that he did not think we should desirable to have a machine with variable stability—one that would
ever dispense with pilot controls even with aeroplanes possessing be reasonably stable when high up.
natural stability, because of the possibility of accident should a The author, in his reply, said that it was possible to put on as much
machine be struck by a gust when near to the ground. as 2,000 ft. lbs. by warping the wings, and as the steady torque of
Mr. A. R. Low said he was very pleased to note the author's t h e engine generally only amounted to 200 ft. lbs. he saw no
remarks on the possibilities of mathematics in the solution of stability difficulty in neutralising the back torque. In regard to Bryan's
problems, especially because of the attitude taken up by many equations, he mentioned that any alteration in the shape or size
people in regard to the paper which Professor Bryan read on of the fins involved five differem quantities. Mr. Booth's method
stability before the British Association, and he considered that it of launching models from kites was good, but the study of stability
would amply repay the Government to employ a mathematician of was much complicated by experiments in the open, and he thought
Professor Bryan s eminence to investigate the cause of accidents to that they should first examine the conditions in still air. H e said
their machines. that it was very necessary to give sufficient velqcity to a stable
Mr. Busk said that he believed it was unlikely that, in the near machine in order to make it perform the evolutions gone through
future, we should be able to fly near to the ground without human by Mr. Handley Page's model.
control, and he therefore considered it as essential that all controls In reply to Major Brooke Popham, he remarked that if a machine
should be powerful enough to overcome all natural couples, since was inherently stable it required constant attention to prevent it from
the manoeuvres of landing and starting often necessitate the presence being pushed off its course. When landing a pilot had many things
or absence of angular motions contrary to those which occur in to do. The verticle fin system was very uncomfortable, as it was too
uncontrolled flight. The opposition evinced by some pilots to stable, and he considered that inherent and automatic stability should
natural stability was, he thought, due to the fact that unstable be complementary, while it should be possible for the pilot to cut out
machines are more difficult to fly, and human nature lends one to the automatic gear before he lands. T h e author pointed out that
like doing more difficult things; or else, that they lack experience the rudder would require to be four times the size, if they did not
of stable aeroplanes. Experiments in longitudinal stability have warp the wings.
® ® ® ®
THE R O Y A L FLYING CORPS. N o . 4 S q u a d r o n . N e t h e r a v o n . — T h e squadron pilots of all
T H E following promotion was announced by the Admiralty on the three flights were out daily, and some reconnaissance work was
22nd inst. !— carried out.
Lieut. J. W. Seddon has been advanced to Squadron Commander, N o . 5 S q u a d r o n . S. F a r n b o r o u g h . — T h e pilots of A and B
Isle of Grain Air Station, with seniority of January 22nd. flights carried out a number of instructional flights. During the
The following was notified in the London Gazette of the 23rd inst.: week repair work and overhauling were continued.
R . F . C — M i l i t a r y Wing.—Inspection Department.—Gapt. Ralph Week ending January 24th :—
K. Bagnall-Wild, retired pay, to be Inspector of Engines. Dated F l y i n g D e p o t . S. F a r n b o r o u g h . — E x p e r i m e n t a l and repair
January 6th, 1914. work was carried on as usual.
The following was announced by the Admiralty on the 23rd inst. : N o . 2 S q u a d r o n . Montrose,*--The move to the new aero-
Lieut. R. A. Wilson, graded as Flight Commander, to date drome was completed during the week—many instructional flights
October 1st, 1913. were carried out by the latest joined officers. Observation of sub-
R
,,, £ Y A L FLYING CORPS (MILITARY WING). marines was also carried out on one day.
W A R OFFICE summary of work for week ending January 17th :— N o . 3 S q u a d r o n . N e t h e r a v o n . — T h e officer and non-com-
F l y i n g Depot. S. Farnborough.— Repair and experimental missioned officer pilots were out every day of the week.
work was carried on as usual.
N o . 4 S q u a d r o n . N e t h e r a v o n . — T h e officer pilots of the
N o . 2 Squadron. Montrose.—Three machines were taken squadron made numerous short reconnaissance flights on B.E.'s and
to the new aerodrome and the work of transferring the sheds was M . F . machines. Two B.E.'s were flown from Farnborough for
continued by the squadron. use with this squadron.
N o . 3 S q u a d r o n . Netheravon.—Officer and N . C . O . pilots
were out frequently during the week. N o . 5 Squadron. S. F a r n b o r o u g h . — Many instructional
flights were made by the pilots of " A " and " B " flights.
120
 A E R O E N G I N E S A T P A R I S SHOW, 1913.
{Continued from page 98.)
Chenu Motors. over the crank-shift on ball-bearings, and have rounded projections
The models exhibited closely resemble the conventional car- upon their periphery. The inlet pipes are arranged radially on the
engine. The cylinders, which are in pairs of cast iron, with the near side of the engine.
jacket cast integral with the body, are placed vertically on an The cylinders of the fixed engines are made separately of steel,
aluminium crank-case. They have exceptionally large inlet and and have copper jackets electrolytically deposited on them, which
exhaust valves, which are arranged on opposite sides of the engine, are provided with expansion bellows along the barrel to allow for
while ample water spaces are provided, reaching well down the the differences in the coefficients of expansion of steel and copper.
cylinder barrel. The lubricating pump, driven off the centre of the The inlet and exhaust-valves are of the concentric type, and are
camshaft, is placed in a sump formed in the base of the crank-
chamber, which contains sufficient oil for 10 hours running without
replenishing. Bosch, double ignition is fitted, one plug in each
cylinder being at the side near the inlet valve, and the other over
the exhaust valve. This form of ignition would appear to be
essential on these engines, which run at extremely high speed, on
account of the slow ignition of the charge due to the shape of the
combustion chamber.
A double half compression device is fitted to facilitate engine
starting, as this is especially necessary where the reducing gear is
fitted. The weights of the reducing gears, which are supplied with
any of the three smaller engines if desired, are 22 lbs. for the four-
cylinder engines, and 31 lbs. for the six-cylinder 100 h. p. engine.
Two carburettors are fitted to the two six-cylinder models ; whilst the
standard thrust bearing provided permits the engine to be used for
A tractor screw or a propeller.
This firm have introduced a new model of the same dimensions
and general construction as the old four-cylinder 65 h.p. engine
which was entered as a 50 h.p. last year, but which, by the use of
lighter reciprocating parts, larger valves, &c, is now able to run at
a much higher normal speed. The maximum revolutions of the
65 h.p. engine is i,8oo per minute, but the 90 h.p. engine may be

8 0 h.p. 7^cyllnder Clerget engine.

mechanically operated through rocking - levers, the push • rods
actuating the inlet-valve being inside the tubular rod which controls
the action of the exhaust-valve. These valves are situated in the
centre of the cylinder-head, so that the shape of the combustion'
chamber is nearly hemispherical.
SIForced lubrication and cooling is provided by pumps placed, as is
also the magneto, at the end of the engine.
De Dion Bouton.
This engine, an 8-cylinder of 80 h.p., still retains the principal
features that have always characterised it, and was illustrated in
FLIGHT for November 2nd, 1912. It is air-cooled by forced induc-
tion from a fan attached to the end of the crankshaft, which draws
air around the cylinders through an aluminium casing fitted over
2 5 0 b.p. Chenu engine. the 900 vee between the two groups of cylinders. The cylinders
are secured to the aluminium crank-case by long bolts passing
run at 2,300 revolutions per minute. The torque curve is the same through bridge-pieces fixed over the head of the cylinder. The con-
for both of these models, until after a speed of revolution of about necting rods, two of which are attached to each crank, and the
1,500 per minute is attained. The largest engine, 250 h.p., is pistons are of steel, and in order to allow of the corresponding
intended for use on dirigibles and several have already been fitted cylinders of opposing groups to be set opposite each other, the feet
to the Astra Torres VI, XIII, XV and XVI, besides other of the rods for the cylinders on one side of the engine are forked and
aircraft. fitted with bronze bushes on the crank. The big ends of the rods
for the opposing cylinders fit over the bushes between the fork, so
Clerget. that whilst the forked set of rods function in the usual manner, the
The new 7-cylinder 80 h.p. rotary engine was exhibited, in big ends of the other rods work on the exterior of the bush. On
addition to which a 50-60 h.p. rotary engine, two vertical 4-cyiinder account, however, of the extremely small relative motion and the
water-cooled engines of 50 and 100 h.p., and a 200 h.p. engine of large surface provided, it is stated that very little wear takes place,
similar design to the 100 h.p., but with the cylinders arranged in even after a long period of working.
vee fashion were also shown. Two carburettors and two magnetos The propeller is driven off the end of a single camshaft, which
are used with the vee engine, and one camshaft situated on the operates the inlet valves directly through tappet gear, and the ex-
centre line of the engine operates both valves in the two groups of haust valves through push rods and rocking levers. The valves are
cylinders, as is usual on this type of engine, but the camshaft is so arranged in a pocket in the cylinder on the side nearest the centre
arranged that it may be moved axially for the purpose of varymg the of the engine, the exhaust valve being placed over the inlet. The
period of opening to inlet or exhaust. three intermediate bearings of the crankshaft are lined with bronze,
On the rotary engines the cylinders are of steel, machined out ol but to the extreme ends of the shaft ball-bearings are fitted.
the solid billet, and attached to a steel crank-case. Both inlet and The oil sump is of sufficient capacity to last for 7 hours at full
exhaust-valves are arranged in the head, and are mechanically- speed, and the weight given in the table includes that of two exhaust
operated by push-rods and rocking-levers suitably balanced for collectors.
centrifugal force by counter-weights attached to the ends of Demont.
the rocking levers. The exhaust-valves are placed on the The designer of this engine has for a number of years been
leading side of the cylinders in the direction of rotation, so engaged in the construction of various rotary motors, one of which
as to receive the maximum cooling effect, whilst the inlet and was built as far back as 1896. The engine is a six-cylinder 300 b.p.
exhaust-valves in each cylinder are disposed in such a manner double acting, air-cooled, rotary engine ; which has, as is to be
that their centres lie on the helix along which the head of the expected from such a combination, an extremely low power/weight
cylinder moves when the machine is in motion. The valve gear ratio—073 lbs. per horse-power. Double acting engines are not of
is operated by means of special eccentric discs, which are mounted
121
 lower end of which the connecting rod is attached. Each half of
recent introduction, and many such of the water-cooled type have the piston has two diameters, both of which are provided with piston
been extensively employed in the United States ; but the difficulty rings the larger diameter being that of the working cylinder and the
nearly always experienced with them is in the effective cooling of smaller that of a trunk or guide; whilst the inner surfaces of the
the piston, the leakage of gas at the glands of the piston rod and the piston are provided with ribs for the better transmission of heat to
liability of the joints in the water piping to derangement. In this the air by means of which it is cooled. Between the two halves of
engine the absence of water-cooling eliminates the last mentioned the piston is placed a baffle plate of circular shape and having a
bulbed perimeter, the function of which is to direct the air in its
passage through the piston. Cooling of the piston is effected by
the air, which is caused to pass radially outwards under the action of
centrifugal force from the crank-case. It enters the inner end of •
the trunk, flows out towards the baffle-plate, where it is deflected
towards the circumference of the piston, round the bulbed edge of
the baffle and finally leaves the cylinder at the heads. It will be
observed that the disabilities under which large pistons in high-
speed engines usually labour, and which are principally due to
inadequate cooling are thereby overcome, or at any rate greatly
minimised.
It will be seen that the inlet and exhaust valves are placed on the
sides of the cylinders, one inlet and exhaust valve being fitted at
each end, as both sides of the piston operate in the usual manner on
the four-stroke cycle. The exhaust valves are operated by levers
attached to a shaft, at the lower end of which a projection is formed
that engages with the face-cams on a sleeve placed over the crank-
shaft. The inlet-valves are actuated in a similar manner, but
through rods passing between the cylinders. The sleeve is rotated
at half the engine speed by means of spur gearing, in which a short
lay-shaft is employed to obtain the necessary gear reduction. The
cylinders are provided with radiating fins, not only on the parallel
part of the body and the head of the cylinder, but also upon the end
within the crank-case, and all cylinders lie in a plane at right-
angles to the crank-shaft.
The crank-shaft bearings, including the propeller thrust-bearing,
are all of the ball type, but the construction employed for the attach-
ment of the connecting-rods to the crank-pin should be particularly
noted. Two sets of ball-bearings are fitted—one at each end of the
pin—to support the bush upon which the non-adjustable forked
ends of the several connecting-rods are threaded. Thus the move-
ment of the bush relative to the crank-pin due to the rotation is
entirely taken up by the ball-bearings, and any wear on the bush
will be due to the angular motion of the connecting-rods.
3 0 0 h.p. double-acting Demont engine. The supply of gas to the cylinders is taken through the interior of
the crank-shaft (in the circumference of which ports are cut to allow
defect, and it remains to be seen whether the construction employed of the egress of the mixture) to a mixing chamber formed in the end
has overcome the other troubles. of the crank-case from which pipes are led to the separate cylinders.
The adjacent diagram shows the general construction of the engine. The exhaust is expelled into the atmosphere through orifices in
It will be seen that the piston is made in two pieces, each of which radial passages placed at the sides of the cylinders.
is similar in shape, and both are held together by a pin bolt, to the (To be continued.)
® ®
BRITISH N O T E S OF THE WEEK.
Military Aviation. those who know the quality of the work and workmanship put in by
LIRUT.-COL. F. H. SYKES will lecture on " Further Develop- the Sopwith Co.
ments of Military Aviation," at a meeting of the Aeronautical
Society, to be held on Wednesday next, Feb. 4th, at the Royal T w o " W i g h t " Seaplanes for the Navy.
United Service Institution, Whitehall. The meeting, which _ I T is gratifying to record that two seaplanes, to be fitted with
will commence at 8.30 p.m., will be presided over by Lord engines of 200 h.p., are at present being constructed in the
Sydenham, F.R.S. aviation department, which is under the direction of Mr. Howard
T. Wright, of Messrs. J. Samuel White and Co., of Cowes, to the
Commander Seddon's Flight to Plymouth. order of the Admiralty.
ALTHOUGH Commander Seddon did not arrive at Plymouth Maurice Farman Crosses the Channel.
before the unfortunate submarine A7 had been located, his flight HAVING to deliver a seaplane to the Naval Air Station at
from the Isle of Grain Naval Air Station to Plymouth was a Felixstowe, Maurice Farman decided to fly it across the Channel
meritorious one. Upon receiving instructions, he set out from himself. Accompanied by Eugene Renaux he left Boulogne at
Grain, on a M. Farman biplane, accompanied by Artificer Teasdale, 12.15 p.m. on the 23rd and overtaking the mail boat he struck the
at 9.15 a.m. on the 21st inst. He flew round the coast, and at English coast at Folkestone, and then following round by Dover,
11.40 a.m. was seen at Beachy Head, while at 12.30 he was sighted Sheerness and Harwich reached Felixstowe at 2.40 p.m. This
at Southsea. Ten minutes later he landed at Calshot Air Station makes the third M. Farman to be delivered at Felixstowe. The
for lunch. At 2.20 a restart was made ; the remainder of the trip machine is of 19 metres span, and is fitted with a 100 h.p. 12-cyl.
to Plymouth occupied a couple of hours. It was stated at Plymouth motor.
that although on the following day Commander Seddon several Mr. Hamel at Eastbourne-
times flew over the spot where the submarine lay he was unable TO-DAY, Saturday, Mr. Gustav Hamel will be giving an
to discern it. On the afternoon of the 23rd inst., Commander
Seddon started from Devonport to fly back to his station. exhibition of looping the loop at Eastbourne.
Another Sopwith for the Army. Mr. Hucks to Visit Hull.
ON the last of a batch of nine 80 h.p. Standard Sopwith ARRANGEMENTS have been made for Mr. B. C. Hucks to give
biplanes ordered by the War Office, C. H. Pixton on Wednesday demonstrations of looping the loop and upside-down flying at Hedon
Racecourse, Hull, on Thursday, Friday and Saturday next,
week, flew over to Farnborough and put it through the official tests. February 5th, 6th and 7th, commencing each day at 2.45 p.m.,
With the exception of the first, which was piloted by Hawker, weather permitting.
Pixton has flown all the machines from Brooklands to Farnborough, Mr. Hamel's Match with Garros.
and the times for the trip of 16 miles (via Guildford) varied between T H E paragraph, anent a challenge by Mr. Hamel, which
8$ to 20 mins., according as to whether the wind was ahead or appeared in our last issue, came to hand from our French corres-
astern. All the machines went through their tests without a hitch, pondent too late for the information to be checked with Mr. Hamel.
and with a good margin to spare—which is hardly surprising to We now learn from Mr. W. E. de B. Whittaker, manager for
 JANUARY 31, 1914,
[AE^
Mr. Gustav Hamel, that the challenge was not an open one. A visit was also paid to the Naval Air Station at North Oueens-
Mr. Hamel challenged Garros to a match, and has received an ferry.
acceptance. T h e match will take place at Juvisy on February 22nd. Anyone wishing to join should apply to the hon. secretary, 4 1 ,
T h e Salisbury Plain Catastrophe. Drumsheugh Gardens, Edinburgh.
I T is with the greatest regret that we have to record the C u r t l s s M a c h i n e s i n Great Britain.
catastrophe which occurred on Salisbury Plain on Monday afternoon, CAPT. E R N E S T C. B A S S , who was the first to introduce the
by which Mr. G. L. Gipps lost his life, while Mr. F . W. Mertiam Curtiss Flying Boats and Engines to Great Britain, and held the sole
was seriously injured. It will be recalled that Mr. Merriam was concession for them for some time, has now transferred the business
for a long time manager of the Bristol School at Brooklands, and, as to a strong syndicate headed by Messrs. White and Thompson, Ltd.
we mentioned in our issue of the 17th inst., he has instructed nearly of Middleton, Bognor, Sussex. This firm have greatly improved
100 pilots without any serious accident. All our readers will be and added to their works at Bognor, where they will build improved
with us in wishing this popular and clever instructor an early and Curtiss flying boats and organise a flying school for tution in their
complete recovery from his injuries, and in our condolences with use, and Lieut. J. C. Porte will be in charge of both these depart-
the relatives of the deceased pilot. ments. Arrangements have also been made with a leading
Practically no evidence was given at the inquest, which was engineering firm in the North of England to construct Cuttiss
opened at Bulford Military Hospital on Wednesday, to show what engines in various sizes up to 200 h.p.
caused the accident which led to the death of Mr. George Lancelot Messers. White and Thompson have purchased twoofCapl. Bass's
Gipps and the injury to Mr. F . W. Merriam. Mr. David Tod, flying boats for use at Bognor, while the third and original machine
a pupil at the Bristol School on Salisbury Plain, stated that he saw Capt. Bass is taking to the Riviera where he intends to do some
the two pilots ascend on a 50 h.p. monoplane fitted with dual flying, from the purely sporting point of view, during the next two
control. T h e machine started in the direction of Fargo Wood, months.
gradually rising to a height of about 100 ft. A lefthand sweeping A n A u s t r a l i a n V i e w of B r o o k l a n d s .
turn brought it back towards the sheds at a height of 30 or 40 ft., I N T E R V I E W E D after a visit to England, an Australian s t a t e d :
and here there was a very sharp lefthand turn. The machine lost " P l e n t y of flying can be seen at Brooklands. They're cool cus-
speed, the left wing dropped, and immediately- the monoplane tomers nowadays. They bid you good-day, hop on board their
dived, nose downwards, to the ground. When the monoplane came machine, there's a whir and a flutter, and your man is out of sight,
to the ground, Mr. Merriam jumped out, ran a few yards, and all in the space of a minute or t wo."
then fell on his face. Mr. Gipps was huddled up in the machine, A G n o m e Stop-Watch.
groaning. H e was removed to the office, and died ten minutes A STOP-WATCH, specially arranged for easily securing the
afterwards. revolution speed of Gnome motors, has just been introduced by^ the
M. Jullerot, who had been flying just before the accident and saw Hasler Telegraph Works, of 26, Victoria Street, Westminster, S.W.
the latter p a n of the fatal flight, confirmed thi;, and added that It has a dial similar to the ordinary stop-watch, except that there is
afterwards he asked Mr. Merriam how it had occurred, and he a special scale round the outside. All that is necessary to find the
replied, " I can't tell. Everything was going very steadily. It all speed of a Gnome motor is to start the second-hand and then count,
came of a sudden. I think he must have interfered with my control." in the case of 7 or 14-cyl. motors, 42 pulsations of the oil-pump ;
T h e Coroner pointed out that this statement was not evidence in then stop the hand, and its position will indicate the speed of the
law, and after medical evidence had been given it was decided to engine in revs, per min. In the case of 9-cyl. Gnome motors,
adjourn the inquest for a month so that Mr. Merriam might be able 54 pulsations of the oil-pump should be counted before stopping the
to give evidence. hand. The price of the watch is ,£3 5.V. in steel case, or ^ 3 IS*.
E d i n b u r g h A e r o n a u t i c a l Society. in silver case.
D U R I N G January four meetings have been held, two given by A W i n for Cellon.
Col. Massey of " T h e Aerial League of the British Empire," on T H E Britannia Trophy, which has been awarded to Capt.
" T h e Development of National Aviation," at which there were C. A. H . Longcroft for the most meritorious performance during
attendances of nearly 600 altogether ; Mr. W. H . Ewen also gave 1913, adds to the list of " Cellon " succeksc, for this well-known
two lectures on " Learning to F l y , " illustrated by specially taken dope was used on his B.E. biplane, built by the British and
films ; about 500 persons altogether attended these last two lectures. Colonial Aeroplane Co., Ltd.

P r i n c e B i s m a r c k , a grandson of t h e first Chancellor of t h e G e r m a n E m p i r e , passed the necessary tests for hi*

pilot's certificate under the n e w regulations o n January 17th on a Fokker m o n o p l a n e at S c h w e r t n i n Mecklenburg.
Prince Bismarck is o n l y sixteen years of age, but g i v e s promise of b e c o m i n g a skilful aviator.
'23
 JANUARY 31, 1914.

rail
FOREIGN
Gilbert after Height Honours. AIRCRAFT
ON Sunday last, at Mourmelon, Gilbert was practising on his
NEWS.
A Constantinople-Jerusalem Flight. , . . . „ .
IN view of the success of the French pilots in flying from
,

Constantinople to Cairo, it is reported from the Turkish capital that

Rhone-engined Morane-Saulnier, in view of his proposal to shortly the Ottoman Government is organising a competition from Con-
attack the world's height record, which now stands at 6,150 metres. stantinople to Jerusalem. A prize of £T2CO will be given to the
In this attempt he got up to 6,000 metres in 1 hr. 40 mins.
winner, while there will be several other prizes.
Guillaux Loops the Loop. Marc Pourpe in Egypt. „ . , m. *,
AFTER Deroye had tested a new 60 h.p. Gnome-Blenot at
Buc on Sunday, the trial flight including a loop, the machine was CONTINUING his flight back to Cairo from Khartoum, Marc
banded over to Guillaux, who then took it up and made 15 loops Pourpe, on his Morane-Saulnier went from Abu Hamed to Station
in succession. It is stated that Guillaux is taking the machine to No. 6 on the 21st inst. The next day he went on to Wady Haifa,
Australia, where he will give a series of exhibitions of looping the and on the 23rd arrived at Berr. During this last stage of his
loop, &c. journey the aviator was much trouble by the sand squalls, necessi-
tating the machine being thoroughly overhauled before attempting to
Ac. C. F . Medals Awarded. go on to Assuan.
AT the recent meeting of the Committee of the Aero Club of Pegoud in Austria.
France, it was decided to award silver-gilt medals to A. Seguin for
his flight from Paris to Bordeaux and back, and to M. Prevost LAST Sunday, despite the snow and 18 degrees of frost, Pegoud
for his speed records ; silver medals to E. Gilbert, C. Pegoud and gave a fine display of looping, &c., at Bruenn, Moravia, one flight
Marc Pourpe for meritorious flights during the past year. Silver lasting for 32 min., followed by another of 18 min. To-morrow
medals were also awarded to Jacques Schneider for balloon duration (Sunday) and Monday, Pegoud will give exhibitions at Trieste, and
Tecord and to Rene Rumpelmayer for balloon distance record. on his application the restrictions against flying over the city have
been suspended.
A N e w Looper. A German Fatality.
A T Buc on the 23rd inst., the Italian pilot Maniserro success- WHILE flying at the Schielssheim aerodrome near Munich on
fully looped the loop on a Bleriot, being the fourteenth aviator to
carry out this evolution on the Bleriot make of machine. He also the 21st inst. Serjeant Schweizer fell from a height of about 30
flew upside down for quite a long period while another manoeuvre metres and was instantly killed. The accident was caused through
was the S dive. attempting to make too sharp a turn.
Spanish Military Aviator Killed.
Paris to Mourmelon on a Volsln. LIEUT. RAMOS of the Civil Guard met his death on Monday, while
FLYING when the thermometer indicated 13 degrees of frost, flying at the Four Winds aerodrome, Madrid, through his machine
Rugere on the 33rd took his Rhone-engined Voisin biplane from from some unaccountable cause falling from a considerable height.
Issy to Mourmelon in 1 hr. 17 mins.
Testing Farmans for Italian A r m y .
Guillaux's Return from Bordeaux. AT Turin on the 26th inst., the Marquis de Larienty-Tholozan
ON his Morane-Saulnier monoplane, Guillaux on the 22nd inst. was testing a new De Dion-engined M. Farman biplane built for the
set out from Bordeaux to fly to Paris, but he was much troubled by Italian Army. With a full load of 275 kilogs., the machine was
the headwind, and eventually had to land at Ablis about 40 kiloms. timed to attain a speed of 112 kiloms. an hour, and climbed 1,000
short of Paris, owing to his petrol supply giving out. The following metres in 8 mins. 45 sec.
morning, when the temperature was 12 degrees below zero, he com-
pleted the remaining short distance to Villacoublay. N e w Aeroplane Factory In Milan.
MR. D. LAWRENCE SANTONI has now opened and organised
Looping on a Caudron. a large factory in Milan, principally for the construction of the
AT Le Cmioy, on the 22nd inst., Chaateloup on his Caudron Farman machines, for which large contracts have been placed by
made eleven successive loops, flew upside down and finished with the Italian Government. There are also facilities for the sale from
a corkscrew tail slide. Subsequently he watched Poulet, also on a these works of aeroplanes generally in the Orient and South
Caudron, loop the loop for the first time. America. The firm would also be pleased to enter into arrange-
Champd has a Mishap. ments with British manufacturers to build in Italy or to handle
AFTER making 1,872 trips with passengers on his big biplane, British aviation goods generally. Enquiries should be addressed to
which has a lo.cylinder Ansani motor, since making his head- Mr. D. L. Santoni, at 9, Via Monte de Pieta, Milan, or at the
quarters at Juvisy, Champel is at present taking an enforced rest London office of the General Aviation Contractors, 30, Regent
owing to an injury received when alighting from a train. It is Street, S.W.
hoped, however, that it will not be long before he is flying again. The Romanoff Prize.
Farmans Land on Ice. T H E Romanoff prize of 10,000 roubles for a flight from St.
MAURICE FARMAN, accompanied by a passenger, and Fourny, Petersburg to Moscow and back within 48 hours, not having been
also with a companion, on the 21st inst. made trips along the won, Prince Abamalek-Lazarieff has announced his intention of
Versailles canal, and on returning to Buc alighted on the frozen adding the amount to the prize he has offered for a flight from St.
surface of the Trou Sale lake, from which point they taxied their Petersburg to Sebastopool in 24 hours. In the meantime the
machines to the hangars. Imperial Russian Aero Club has asked the Prince to receive a
deputation of aviators, who will suggest that the maximum period for
A Bleriot Among the Skaters. this flight should be raised to 48 hours.
ON the 23rd inst., Lieut. Quillien, stationed at Epinal, on his C. K. Hamilton Dead.
Bleriot machine paid a visit to Gerardmer, alighting on the frozen
lake. The machine naturally attracted a good deal of attention ONE of the first pilots of the Curtiss type of machine was
among the skaters, and, after looking at his engine, Lieut. Quillien Charles K. Hamilton, who died in New York on Thursday of last
resumed his flight. week from internal haemorrhage. It will be remembered that he
won a prize for a flight from New York to Philadelphia and back in
Quick Climbing on a Caudron. June, 1910. As recently as the 7th inst. he was testing a flying
PUTTING a military Caudron biplane through its official tests boat, designed on the lines of the Boland biplane, at Newark, N.J.
before Capt. Destouches, of the French Army, at Crotoy, on the
26th, Gaston Caudron made the machine, when carrying the regu- "Capltaine Ferber" at Work Again.
DURING last week the dirigible " Capitaine Ferber" made
lation load of 275 kilogs., climb 1,000 metres in 6 mins. 45 sees. several long reconnaissances from her headquarters at Epinal. On
Another Paris to Cairo Prize. Wednesday week and Saturday she was cruising over Rheims and
3.BARON EMrAiN, having offered a prize of 15,000 francs to the the surrounding country.
Ligue National Aerienne, the Ligue has decided to use it in connec- N e w "Clement Bayard" on T r i a l .
tionwith events it is proposed to organise this year over the Paris
to Cairo route. The other prizes the Ligue propose to use in a T H E new airship " Clement Bayard V I " made a trial cruise of
similar way are the 10,000 francs offered by the Paris Municipal 2J hours with nine persons on board on Saturday, passing during
Council, 10,000 francs from Prince Bibesco, and 5,000 francs from the trip above Compiegne, St. Denis, &c.
the Seine General Council. Zeppelin Developments.
I T is stated that the Zeppelin Co. has decided to set aside
Hanouille in Algeria. £10,000 for the erection alongside the airship works at Friedrichs-
A FINE display of looping and upside-down flying was given hafen of a works for making hydrogen gas, and the new Zeppelin
by Hanouiile on his B16riot at Oran in Algeria, last Sunday, the works at Potsdam, the construction of which has been begun, will
spectators numbering more than 10,000.
also include a plant for making hydrogen gas.
124
 /*NUARY 3 1 , 1914.
t/U^I
PRINCE HENRY CIRCUIT, 1914.
T H E Prince Henry competition will this year take place, between
May 17th and 25th, over a course shown in the accompanying
sketch map. The first part of the programme will consist of a
reliability test. The first section will be over a distance of HAMBURG
775 kiloms. (477 miles), to be carried out between the morning of
May 17th and 8.30 p.m. of May 19th. BRtmtN
First Round.—Start from Darmstadt, fly over, controls at
Mannheim, Pforzheim, Strassburg, Speyer, Mannheim, Worms,
and landing at Frankfort. Distance 400 kilom. (250 miles). Dura-
tion of_ stops in the Frankfort control in the discretion of the
•competitor. HOVER
Second Round.—Start from Frankfort, fly over controls at •..ERfORD V B R U N 5 W I C K
Wiesbaden, Coblenz, Cologne, and back to Frankfort. Distance •BlELEFteLD. /
375 kilom. (227 miles).
T h e second section will be over a distance of about 1,000 kilom.
.(625 miles), to be completed between the morning of May 20th
a n d 8.30 p.m. of May 22nd.
Third Round.—Start from Frankfort, fly over controls at
Marburg, Cassel, Brunswick, landing at Hamburg. Distance
4 4 0 kiloms. (275 miles). Duration of stop in the Hamburg control
is in the discretion of the competi'or.
Fourth Round.—Start from Hamburg, fly over the controls at
H a n o v e r , Minden, Herford, Miinster, Osnabriick, Bremen, and COBLEN
return direct to Hamburg. Distance 565 kiloms (350 miles).
T h e second part of the programme will include a strategic recon- WIESBA
noitring flight from Hamburg via Miinster to Cologne on May 23rd.
a n d a military practice flight of a tactical nature near Cologne on
May 25th.
Flying after dark will only be permitted in exceptional cases, to
enable a flyer to reach the next control or the destination of the
day's flying. No machine will be allowed to leave a control before
4 a.m. or after 8 p.m., nor will flying over controls be permitted
except between 4.30 a.m. and 8.30 p.m. PF0R7HIEM
Competitors will be divided in two classes, viz., military pilots, STRASSBOWh
i.e., officers (oh army machines) and civilians. The Kaiser prize O S5 SO 73 100
will be awarded to that class of which the highest percentage of
competitors has successfully completed both the reliability trial and Hirb
the military test. The other group will be awarded the Prince
Henry prize. Altogether 71,000 mark, i.e., .£3,550, will be available for cash
A " P r i x d ' H o n n e u r " will be awarded to the pilot who has prizes. Six prizes, amounting to 56,000 mark, will lie awarded to
covered the reliability test in the shortest aggregate flying time, the pilots with the shortest aggregate flying time, and the remaining
a n d who ha-! successfully passed through the military tests. 15,000 mark will be distributed among the other competitors.
® ® ® ®
CORRESPONDENCE. ing quite a number by day and night shifts at the R . A . F . , to be
ready by March.
The R.A.F. and the Industry. I think all these machines would have been given out to firm? if
j 1828] I read the recent Times articles on aviation, and have they could have produced them in time, but they could not do so,
kept them, and there is a lot of sound common sense in them. I because they have been so occupied in killing each other. The
must tell you that we have received every help and attention from small firms have lost too much on each small contract to extend, the
the R . A . F . , and that they have assisted us in all ways possible to big firms have been lamenting their excessive expenditure, and the
execute our work. Our relations with them have been, and still lingering life of their prey.
are, of the most favourable nature. All they demand is that their H E W L E T T AND BLONDEAU.
work is well done, and on that they insist, and we do our best to per H . B. Hewlett.
satisfy them, and I may say, with some pride, that I think we have Omnia Works, Vardens Road, Clapham Junction, S.W.
done so. It is only fair to say this, as it has been implied that all [We deal with this letter editorially e l s e w h e r e . — E D . ]
the " trade " constructors dislike the R . A . F . and its ways. What
is really wanted to encourage the construction in this country is a Mr. Hucks Raises Points.
friendly relationship between them. At present they are all trying [1829] I have read with much interest the remarks o f " Will o'
to ruin each other. The rich firms are building machines at a dead the W i s p " in last week's " Eddies," in connection with looping-thc-
loss in order to ultimately get all the orders, so that when they have loop flights, but there are several points raised that I would like to
achieved this they can demand any price they like having once got see thoroughly thrashed out in the columns of your valuable journal.
them. This is, of "course, hopeless, as new firms will spring up, Point No. 1.—Your contributor says that when Pegoud first
and again build for less. If the existing firms would fix a price looped the loop in this country, be took up the position that it was
between them, a fair price that would pay them and pay the of the utmost importance to aviation from a scientific point of view,
Government to get them made out of the factory well and up to but that as a circus performance there was not much in it.
the R . A . F . standard, the existing firms would have no reason to It has always annoyed me that aeronautical writers should refer,
grumble. T h e present state of the aviation trade is for the large on occasion, to any forms of exhibition flying as " circus perform-
and rich firms to try and undersell the small ones, therefore no one ances," for it seems to me, in common with other pilots, that the
is satisfied, the rich firms are losing enormously, at a far greater use of this term casts a slight upon this branch of the profession.
rate than the poorer ones, and even if they succeed in bringing a Cannot they find some other term which is more in keeping with
few small firms to ruin, they cannot hope to keep the market to the prestige of aviation ?
themselves long enough to get back all they have spent in reaching In the ordinary way there is nothing degrading in a circus per-
this end. For every penny lost by a small firm a big firm must formance, but it is the manner in which this term is used in con-
lose ten times more at the very least. Unity means power ; if the nection with aviation that brings with it a certain discredit. This
individuals are so occupied in fighting each other, they cannot have is all the more annoying in view of the fact that the men who
strength to fight for the cause. If they would unite in keeping specialise in giving exhibition flights do a very great deal towards
aviation construction as good as possible, and in asking a reasonable popularising aviation in the provinces ; and it must be remembered
price for good work, their complaint against the R . A . F . would that the general public must be made enthusiastic about aviation
vanish, they would get a return for all they have spent, and have before it will become possible to obtain really large grants for the
time and money over for new experiments. The War Office want development of the aeronautical departments of our Services.
machines as quickly as possible, and they are therefore now build- Point No. 2.—Your contributor says it is a pity I so far forgot
125
 JANUARY 31, 1914.

Regarding the test at Juvisy, what stabilizer was concerned ?

myself as to give vent to my feelings as I did, when I saw that
quite a large proportion of the public were witnessing my demon- Longitudinal mechanical control adds some further difficulties to-
strations from outside the grounds. lateral, but with care it should, I believe, be possible to obtain it on
Now let it be clearly understood that I should be the very last the lines here suggested, on similar lines indeed to the b r i g h t
person on this earth to deny that there is a financial aspect to these longitudinal stabilizer, though I do not suggest similar in details.
demonstrations. T o be frank, I am not a man of independent But experimenters must never overlook the fact that reliability,
means, and I have to find a method of earning a livelihood. due to the uttermost care in the design of every detail however
Some people write for a living ; I fly for mine. I have certain minute, is an absolute essential; and also that, at least during the
goods to sell, and naturally I wish to dispose of them in the most experimental stages, it must be possible for the pilot instantly t o
profitable manner. Were I not to grumble now and again about disconnect the apparatus and take complete charge should he think
the way in which people stay outside, I really believe the general it desirable. .
public would begin to regard it as quite the right kind of thing to For myself, I am prepared to submit any detail of my design to-
do, and if everyone watched the demonstrations outside the ground, critical examination, and if every detail is reliable, the principle-
my revenue would drop to about nothing. This would mean that surely is worth at least a trial, since a matter of £ 4 0 or ,£50 would
I should be giving ray goods away, and your contributor will not cover the expense of making and fitting the same to a machine, t h e
have any difficulty in realising that no business would succeed under only stipulation being that the machine shall have a slight dihedral
such conditions. I therefore find it necessary sometimes to say a to ensure its lateral stability in calm air ; carelessly designed
few words to the crowd on this subject, and my remarks have in- stabilizers produced by dreamy inventors have been in the past t h e
variably a tonic effect upon the attendances. greatest bar to the development of the same, and one cannot wonder
In the case of my protest at Leeds, it was remarkable how few that pilots prefer to leave such things alone.
people stayed outside the ground at the exhibition following the Apologising for the length of this letter.
publication of my remarks, and I was simply inundated with Southampton, January 19th. NOEL VERNHAM.
sympathetic letters and postal orders, as contributions from those
who had seen the flying from the roadway.
In these circumstances, I am sure " Will o' the Wisp " will The Small Dihedral.
agree that it was not by any means a pity that I made my protest. [1831] I beg to make an endeavour to clear up some of the points
January 2Igt. B. C. HUCKS. raised by your correspondent " B 2 , " in letter 1820.
Automatic Stabilizers. The dihedral angle may be fitted to any extent, providing that the
[1830] I have carefully read the article on "Automatic Sta- efficiency of the machine is of no great importance.
bilizers " in your last issue, and it seems to me that those who, T h e loss of efficiency is easily explained. As " B 2 " is no doubt
like myself, are believers in mechanical control may well cry aware, the lift of an aerofoil acts at right angles to the aerofoil
" Save me from my friends." I had occasion about three years (viewed from the front). Suppose that the aerofoil is now inclined
ago to search through the British patents relating to this matter, as in a dihedral machine. We will consider the change of the
and there was not one single invention (among the few which might forces acting on the machine. T h e force producing lift is now
have been workable) in which one could not almost instantly put inclined, and we must now resolve this force into two, one acting
one's finger on the weak spot, the trouble being that few of the vertically and one producing a side thrust, which, in a complete
inventors are practical engineers or mechanics, and fewer still have machine, is counteracted by an equal and opposite force on t h e
any practical knowledge either of flying or of aeroplanes. Under opposite wing.
such circumstances one cannot wonder at the opposition to the Thus the lifting force is diminished, whilst the inward acting
use of mechanical control. thrust represents so much waste work. On the modern aeroplane
I myself hold patents for a lateral stabilizer (not of the pendulum waste cannot be allowed. Hence the small dihedral.
variety), and cannot refrain from questioning such remarks as— A further point against the use of a large dihedral is that it pro-
" An automatic stabilizer . . . . does not begin to work motes end losses and losses due to the sideways motion of the a i r
until after the disturbance in the path of the aeroplane has existed outwards.
for some time." This remark is reasonable in so far as machines Any machine suitably designed and fitted with a very small
whose mechanism is brought into play by a variation in the dihedral will right itself; it is only a matter of time, no matter h o w
attitude of the aeroplane are concerned, but it obviously does not launched.
apply to machines whose mechanism is actuated by the direct action No well-designed aeroplane will glide upside-down unless held
of the air on miniature planes or wind vanes which, moving before so by the use of the controls by the pilot.
the machine is affected (owing to their lightness), bring the Your correspondent is not very clear in the next paragraph.
mechanism into play before the pilot would have had a chance This depends on the system used to make the machine stable. T h e
of observing the change—the matter is analogous to that of the latter portion of the paragraph only applies to a machine using the
string, the use of which you have advocated. dihedral system. An explanation of the various systems of inherent
With all means of stabilizing, whether mechanical or due to the stability would be out of place here.
formation of the machine, the first essential (after reliability) is that With regard to the models, I cannot agree. I think " B i " h a s
the pilot shall be able, at his discretion, to control the machine's made his mistake in this way. T h e models being so small the
movement about any axis should necessity arise. So far it would forces at work are small, and as the speeds are relatively high, the
appear that this being so, inherent stability is preferable to effects will be very difficult to detect.
mrrhaittcal stability; but now this situation arises: what happens The propeller idea is good, but owing to the twisted slip stream
when landing? Inherent stability reqaires space for its efficient of the leader, the pitch and r.p.m. of the second would have to be
action, as also do all mechanical stabilizers relying on a change of modified.
the machine's attitude for action; if now we substitute a mechanism This treatment might impair the efficiency as well as requiring
which is brought into play by air pressure variations, the pilot special designing and research.
will be able to take charge on landing and bank his machine if The last suggestion (regarding the motors), I assume, refers t o
necessity arises, being simply guarded against air-pressure variations motors of the Gnome type. There appears to be no difficulty in
by his stabilizer, which if properly designed need not be thrown doing this. There is one point needing consideration ; that is the
out of action ; that is to say, with a well thought out stabilizer, the necessity of placing rotating masses as close together as possible
pilot can give all his attention on landing to the actual business of and bearings ditto, the reason for this being to obviate any
so doing. stresses being thrown on shafts when the engine is moved. T h e
My experience of motor boating suggests to me that the case of advantage appears too small, as the Gnome on test has been shown
the boat is not a convincing analogy, since, except perhaps under to possess a very small gyrostatic couple for ordinary deflections.
special circumstances, the pilot of an aeroplane only detects air The magnitude of the effect on the machine depends on the design
variations by their effect upon his machine, so that it would be more therefore to a large extent.
correct to compare the control of an aeroplane with that of a boat Bedford Park, W . F . C. S H E P L E Y - P A R T .
on a dark night, when (though I do not, of course, suggest fitting
it to boats) a mechanical control would be reasonable, the only
difficulty being that the pilot of a boat may vary his control, using Aerial War and Parachutes.
on a night when the sea is heavy a larger movement than when a [1832] After reading in Eddies, January 17th, that " the best way
lighter sea prevails ; but it is an exceedingly simple matter really to disable airships will be to get a pilot on a monoplane to fly right
to arrange an adjustment of mechanical control with the same object. into one," it went on to say ' t h a t of course this meant destruction
to the pilot . . . . " , I do not see why the pilot should not leave
With reference to the statement that the automatic stabilizer
the machine by parachute a few seconds before the machine strikes
" increases the fatigue of the pilot, by enlarging the disturbances,"
this appears to apply to a machine whose mechanism is controlled the airship, and so give him some chance of escape ; also the mono-
by variations in its position ; if it applies to the air-vane control it is plane could carry a certain amount of high explosives on board, so
merely a sign of maladjustment, and condemns the particular appa- that on being flown into an airship it might do a little more t h a n
ratus and not its principle. merely " d i s a b l e " it.
Tunbridge Wells. L. M A R S H A L L .
 J A N U A R Y 3 1 , 1914.
[/yoBf]

E d i t e d by V . E . JOHNSON, M.A.
The Dependence of A v i a t i o n o n Model E x p e r i m e n t a l three to five times as great as the lift due to direct pressure under
Work.* By F . H A N D L K Y P A G E , A.F.Ae.S. neath the planes. The top surface has therefore to be much more
T H E subject for this evening is " T h e Dependence of Aviation on carefully designed than the lower one. These pressure-distribution
Model Experimental Work." I will, therefore, endeavour to show curves are useful also in telling us how we may modify our cross
you how dependent aeroplane designs are on model makers and section to obtain a better lift and a lower drift of the resistance,
research work carried out on models. I will also deal with the how we may modify the camber and cross section of our planes to
lines on which the research work must be carried out, not neces- improve the results.
sarily in the orthodox laboratory method, but even with experiments There is another way in which the lal>oratory models are so useful
on what are sometimes termed " Flying Sticks." The experiments for obtaining results for full-siied designs, and that is in the deter-
carried out on the latter should be of more interest than the small mination of the movement of the centres of pressures of the planes.
laboratory experiments if they are carried out correctly. In this connection I would refer to the very careful series of tests
Let us consider the relations of models to the full-sized machines. which Mr. Turnbull carried out in 1906 at his laboratory at Rothesay,
The whole science of aeronautics is founded on experimental New Brunswick. At that time there was very little data to which
work. There are many elaborate mathematical theories which one could refer on which to base the design of full-sized machines.
deal with the theoretical side of aviation. These theories can, Mr. Turnbull saw that it was necessary that an aeroplane to be
however, only act as pointers in the direction to be taken ; they successful must be stable in the air ; when the angle of inclination
are absolutely useless without the experimental data giving the decreased and the machine tended to dive, he saw that the centre of
necessary constant in the fundamental equations. Let me give pressure must move forward to provide the necessary righting
you an instance. moment to bring the machine back to a level keel, and that the
Professor Bryan has written a book on stability, containing a long converse of these results must take place when the angle increased.
series of mathematical equations denning the stability characteristics H e experimented with planes of varying cross section of the type
of a machine. T o properly apply this to practical aeroplane design illustrated and numbered below.
it is necessary that a large amount of experimental work must be The arrow of these illustrations shows the direction from which
done to find the value of this constant. For this one has to fall back the wind blew, and the cross section of the planes upon which it
on models, and thus to properly design an aeroplane one must go blew. H e found that the only plane which was self-rightiDg in any
back to model research work. way described above, was the combination of two and three obtained
I have shown how important it is to the science that experimental in section 4. For this type he took out a number of patents all
work should be undertaken. You may say, however, that experi- over the world ; but this section had already been used previously
mental work on models is uncertain in its results, and has not the by Lilienthal, the famous German pioneer.
same value as tests on full-sized machines. This may to a certain
extent be true, but experimental work with full-sized machines can
only be carried out on a large scale if you are a millionaire. It is
very costly both in time and expenditure, and is attended with
danger to the experimenter.
It is quite simple, of course, to make a model, having a weight in
Experiments on this type—type 4—have been carried out more
it to represent passenger, pilot, engine and petrol, Sec, and let the
recently at Gottingen University in Germany, and by Eiffel in
machine fly. If it conies to grief there is no danger of lives lost nor Paris, and Turnbull's results are fully borne out.
of much time or money wasted.
I have now outlined to you the scope of the experiments in the
You will thus see that model experimental work must be of great laboratory. In the laboratory the weight of the models does not
help to the science, although it will have to be supplemented by matter, as these can be easily balanced on the measuring apparatus,
tests on the full-sized machines. but where in the second place the model has to fly, the weight
There are two classes of experimental work :— becomes of great importance. It is here not only necessary to look
1. T h e aeroplane is stationary and the wind blows against it. at the aeronautical problems which have to be solved, but also the
2. T h e model moves, and the air is still. constructional details. If the model tests are to be satisfactory, a
In each of these classes there are two problems that confront the great number of experiments must be carried out and the model
designer: the problem of lift and drift firstly, and the problem of must therefore be able to withstand a great deal of knocking about.
stability secondly. These two problems are separate as regards the The first thing then is to design a model which is not easily'
research work necessary. I will deal firstly with the experiment on smashed up.
the stationary model with the air blowing against it. Now as to the results obtainable from a model, and their relation
Experiments of this kind have been carried out in this country t o the full-sized machine.
and abroad by many experimenters, and one recalls a long series of T o obtain a model which has the same stability characteristics as
distinguished names in connection with this work : Eiffel, Rateau a full-sized machine, the flying speed of the model must be to the
and Andre de Gaumont in F r a n c e ; Prandtl in Germany, Drs. Finii flying speed of the full-sized machine as the square root of the
and Soldati in Italy, Rabouchinsky in Russia, and in our country ratio of the dimensions.
Dr. Stanton and his staff at the National Physical Laboratory. Let me give you an example.
These people have all employed stationary models to measure the If the full-sized machine flies at 60 miles per hour, and the scale
lift and resistance of many types of planes and struts and stream-
line bodies. From these experiments one can tell the plane which model is rV fa" s ' z t > t n e sca e
' model must fly at . ( - J) of the
has the maximum lift with the minimum drift, and tell how much
area is necessary to lift the load which you are going to carry at the speed of the full-sized machine, or at 15 miles per hour. This is a
speed for which the aeroplane is designed ; to tell also the thrust of point where a great many experimenters come to grief. They (est
the propeller, and further, the horse-power required to make flight the model and find it wonderfully stable when it is flying a t , say,
possible. T h e model experiments then determine the angle of incli- 30 miles per hour. If this j ^ scale model had the same stability
nation, the area, and the cross section of the plane which you are characteristics as the large one, the speed of this would be
going to use. There is a further series of experiments in the wind 120 miles per hour, at which speed wind gusts have not the same
tunnel which are most useful to the aeroplane designers ; I refer to relative force.
the curves of pressure distribution which have been taken on many It is easier when carrying out model flying experiments to start
types of planes. In this one sees exactly how the pressure is dis- with the models as gliders. T h e propeller-driven model has to be
tributed from the front edge to the back edge of the plane. These built stronger to take the power unit, and it is, therefore, more
pressures are measured by having a series of small holes drilled difficult and expensive to m a k e ; there is also the propeller's
across the section of the plane, and the pressure is measured with a efficiency, and thus, for a start, at any rate, it is easier to leave
pressure gauge connected to each of these points. the power unit out. With gliders, one can test the lifting capacity,
T h e first interesting thing that was found out from these experi- speed, and gliding angle for straight flights in calm air, taking
ments was that the lift or suction on the top side of the planes was different cambers and cross sections, different angles of inclination
and varying plane forms to verify any flying experiment from
* A lecture delivered before the K. and M.A.A., at Caxton Hall,
January 9th, 1914. laboratory work upon which your model design is based.
127
 JANUARY 31, 1914.

[/ran
After this has been carried out, there is then the problem ot
determining in what way we shall place the fin areas of out body
and tail so that the machine will fly steadily in gusty weather. 10
describe better the procedure of these model tests, I will give an
account of experiments which I conducted some few years ago on
models, to obtain data for the full-sized machine.
At that time the difference on planes of curved cross section was
very meagre, and the tests which we made were to determine not
only the stability features of the models, but also their landing
power and resistance.
The models were all made of 14 and 17 gauge wire, built up into
a framework with thin wire ribs. These frameworks were covered
with linen tracing paper. They were mounted on a central ash
stick about f in. square j a solid lead weight fixed to this stick
formed the equivalent of the useful load and engine in an aeroplane.
The models were all one-twelfth the full size, being 30 ins. 111 span.
We tried innumerable series of shapes and cambers, keeping the
area all the time approximately the same. These experiments were
not confined to planes of a special shape, but also dealt with planes
of the ordinary square edge type fitted with stabilising tail planes.
The camber on the planes was varied from about 1 in 25 up to as
high as I in 6. The models were all launched by hand from the
top of a mound about 35 ft. high, and the distance at which they
alighted after a straight flight from the point of launching gave us
the figures for the gliding angle, as we already knew the height at
which they were launched. From these models we found out which
had the best gliding angles.
(To be continued.)
Club Management. Photo, by Mr. T. Lockhead.
Mr.O. Hamilton, jun. (Hon. S e c , Stony Stratford and District The Birmingham Aero Club's Championship Shield
Model Aeroplane Club), writing re Mr. W. E. Evans' remarks in winner.
FLIGHT, January 17th, says: " I heartily agree with Mr. Evans'
first paragraph, and would couple with it his sixth, dealing with a
at all, but when struck by a side-gust banks and recovers, The
secretary's ' visiting duties,' and would emphatically state that a
club's sound standing is all based upon an energetic secretary, and propellers are steamed ones.
as I, for one, lack that feature, I can write it and feel I am not More Records.
blowing my own trumpet on the subject. " With reference to the remarks re quick-rising models, by Mr.
Secondly, and in a parallel paragraph to the article in question, Tinson, in your issue of January 3rd, I do not think," writes Mr.
is the question of subscription. Speaking from my own efforts in G. C. Beechirg (Ealing), " t h a t this distance is a record lor models,
club control, I feel safe in asserting that you cannot advocate or even as one occasionally sees a model get off in a foot or so by a fluke.
fix a minimum rate of subscription, especially one in the neighbour- However, I have made some experiments with a small model, 12 ins.
hood of one shilling a month. To give an example : when my own span and of the same length. I had no French chalk for putting on
club was in process of formation, five shillings was suggested as the the rising board, which was, of course, indoors, and so I had to use
annual subscription. My current chairman, speaking from long ex- common salt, which impeded the travel of the model somewhat, but
perience of other societies and clubs in the district, proposed the wheel tracks of the model showed very clearly. T h e five shortest
at the inaugural meeting that the subsciiption be half-a-crown successive runs were as follows : 19*5, 3 1 , 18, 23 and 15 ins, respec-
annually, and this is the rate we have fixed. It has the draw- tively, the shortest being thus only i ' 2 5 times the length of the
back that Mr. Evans suggests, but every cloud has a silver
model.
lining, and our way out of this difficulty is to allot so much
per month for competitions, and charge a small entry fee to the T h e motive power was 3 strands of \ in. rubber driving twin
competitors. We have had no complaint from our present members, 4 in. propellers of coarse pitch."
who would willingly pay a higher subscription, but if we are to
interest a large circle, we must keep our rate low. In addition to ® ® ® ®
the seniors' rate of 2s. 6d., juniors are admitted at is. annually.
We are so fortunate as to possess two fields at Stony Stratford and KITE AND MODEL AEROPLANE ASSOCIATION.
one at Buckingham, which we can use rent free ; but to counteract Official Notices.
this we have rental for three rooms—one at Stony Stratford, one at British Model Records.
Wolverton, and one at Buckingham. Single screw, hand-launched Duration D . Driver... 85 sees.
d R. Lucas ... 590 yards.
" Re club workshop, in a country district like ours there is not ™—• ° {SS G. Hayden
W. E. Evans
137 sees.
290 yards.
such a great need for one as in certain other instances. Mr. Evans' Single screw.rise off ground J g ; ~ W. E. Evans 64 sees.
suggestion re open competitions is very good, and if, in the future,
our members get more heart and faith in their abilities, we may »*-»-.*> {gj~ L. H. Slatter
J. E. Louch
365 yards,
a mins. 49 sees.
carry it into practice. Single-tractor screw, hand- f Distance C. C. Dutton 266 vara*.
launched ...I Duration , £ . Louch 91 sees
" J u s t one more Word on the subscription question, which clearly / Distance . C. Dutton 190 yards.
shows our difficulty in this district. In April, 1912, we held a kite Do., off-ground ' " 1 Duration , E. Louch 94 sees.
competition for juniors—an open event—and when the winner came Single screw hydro., o f f . | D ;
water j~u.«».uu H. Slatter 35 sees.
along with his father to draw the prize money, the father, on Single-tractor, do., do. ... Duration C. Dutton 29 sees.
parting, said : ' I wish you could lower your subscription ; it's a lot Twin screw, do., do. ... Duration H . Slatter 60 sees.
for a mechanic to have to pay for a club.' My reply was ' t h a t it
was a physical impossibility to run the CIUD on fresh air, or we Wireless Kite Section.—This section during the week-end carried out some
interesting experiments with their amateur outfit. Will someone interested
should be pleased to oblige.' Truly, I thought this was the last come forward and present the section with a good portable station ? The hon.
straw." sec. will be pleased to give full details, & c , of outfit needed.
Competitions for Kites and Models.—Will any members who have suggestions
M r . G . Crooke-Rogers' M a c h i n e . for competitions kindly forward them to the hon. sec. so that he can lay them
The following are the chief particulars of this machine which won before the Secretaries' Guild and the council.
Farrow Shield.—This challenge shield has been received from Mr. Thomas
the Birmingham Aero Club's Championship Shield :— Farrow, and it is hoped to exhibit same in a prominent West End window during
Length, 40 ins. ; triangular frame j span, 30 ins. ; chord, 6 ins. ; February, and to publish photo, of same in this papsr. This shield and all
elevator, to ins. by 2% ins. mounted above the framework ; propel- tiophies will be exhibited at the Aero Exhibition in March. All holders are
therefore asked to return same to the hon. sec. by the end of February for this
lers, I i j ins. ; diameter, 11 -5 ins. ; pitch, 24 ins. ; number of strands purpose. Any one wishing to give a trophy should therefore present same at
of rubber a side, 8 of J in. strip ; weight of rubber, 1 7 5 ozs. ; weight once, so that the aeronautical world shall have the plea>ure of seeing.
of machine, 4 ozs. ; total weight, 5 ! ozs. Main plane constructed Nominations, &c—The hon. fee. will be pleased to receive any nominations
of steel piano wire, gauge 18. A centre spar of bamboo is fitted at for the presidency, &c., for coming year, so that the council can go through them
at their next meeting. Already several gentlemen have been nominated as vice-
the top of the camber. The rear edge is very flexible and appears patrons, vice-presidents, &c.
to give added stability to the machine. It does not roll in flight 27, Victory Road, Wimbledon. W. H. AKEHTJRST, Hon. Sec.
128
 0 11
JANUARY 31, 1914.
[/QGHT]
A F F I L I A T E D MODEL CLUBS D I A R Y the hon. sec. whether they are willing to support such a meeting- A club stand
AND REPORTS. has been reserved at OUmpia, and several members who intend exhibiting have
already commenced on their machines.
CLUB reports of chief work done will be published monthly for the Paddington and Districts (77. SWINDERBY ROAD, WBMBLBYI.
future. Secretaries' reports, to be included, must reach the Editor J A N . 31ST, flying at Sudbury. Competitions for Aero Show models
on the last Monday in each month. commence.
Monthly Report.—J*n. 3rd, C. C. Pulton with h.l. twin-screw flew six timed
Aero-Models Assoc. (N. Branch) (27A, SEDGEMERK AVENUE Bights, ranging from 73 to 89 sees. ; W. Evans single-icrew r.o.g., live ranging
EAST FINCHLEY, N.) from 40 10 61 sees. J a n . 10th, showery ; flying by F . W. Johnson (twin-screw
J A N . 3i!-T, flying Finchley, 3 p.m. ; Feb. ist, 10 a.m. r.o.g.), M. Levy, C. Levy (h.l. twin-screw), W. Evans (single screw r.o.g. with
Monthly Report.—Interest for the past month has centred on the change of doubled-surfaced plane and elevator). At conclusion, members journeyed to
secretary and committee. Mr. Hindsley's resignation has been received with secretary's house, where tea was provided prior to annual general meeting. Other
great regret, he having done a great deal of good work for the club. Mr. T. W members having arrived, the secretary, W. E. Evans, commenced the business
Dann is the new secretary, and the committee is as follows : Messrs. Hindsley of the evening by reading* the report and balance sheet. These I wo documents,
Fletcher, Ross, Cauder, and Rogers. An indoor meeting was held at " The copies of which were handed to every member, show that last year was by far
Cabin " J a n . 2jnd. Flying meetings were held Jan. 10th, n t h , 17th a n d 10th the most successful, both practically and financially) since the club was formed
those flying being E. Colman, 0-1-1-P, good glides, about 40sees ; Mr. Claflm' in June, 1910. The chief successes were due to the energy and perseverance of
1-1-0-P2, 4 ox. machine; Mr. F . G. Hindsley, speed machine incorporating Mr. C. C. Dutton, who won two trophies in open competition*, also two gold
inherent instability ; Root, tractor, 30 sees., bow frame ; Mr. Wilson very fast medals, four silver-gilt, two silver, and two bronze medals. Mr. A. Cannell won
8 oz. tractor (100 yards). one trophy, including silver plaque, in open competition. Other members who
distinguished themselves in such competitions were Messrs. K. Bird and T.
Bristol and West of England Aero Club (Model Section) Carter. Six British model records were secured by that club, Mr. C. C. Dutton
{42, ROYAL YORK CRESCENT, CLIFTON, BRISTOL). holds three, Mr. W. E. Evans two, and Mr. D . Driver one. The balance sheet
showed cash in hand, £1 7s. 3/r*., after spending j£8 is. 6*/ in price*. Fifteen
M R . C. W. TINSON has resigned his office of official observer, and Mr. N . medals were awarded during the year—namely, one gold, nine silver-gilt, two
Gordon Stephens has been elected by the committee (subject to the approval of stiver, and three bronze. £2 6s. yi. was devoted to cash prizes. In inter-club
the K.M.A.A.) to fill the vacancy pro tern, until the anr.ual general meeting. contests the club held their own in matches with two of the leading London
Model flying meetings will be held at the Sea Walls every Saturday at 3 p.m. clubs. The officers of the club elected for the ensuing year were : President,
Members who have not yet paid their subscriptions to the lion, secretary should Mr. Alfred Perkins ; hon. sec. and treasurer, Mr. W. E . Evans ; committee of
do so as soon as possible. management, Messrs. K. Bird, M. Canning,!'. Carter, F. Johnson, M. Levy,
Monthly Report. — The R.F.G. duration competition commenced on and H. Woolley. Now is an excellent time for new members to join. Entrance
Nov. 22nd, was concluded on Jan. 3rd, the winning flights being : First, R. T . fee ir., and subscription is. per month,
Howse (1-1-2 P), 50 sees.; second, W. A. Smallcombe (1-1-2 P), 46 sees'. The
competition in this event was very keen, and the winning flight of t 0 sees, r.f.g. Reigate, Redhlll and District ( T H E COTTAGE, WOODLANDS
was made at dusk on the day when the contest closed. The prizes were pre-
sented to the winners at a general meeting on Jan. 14th. A flight golf com- AVENUE, REDHILL).
petition was held on Jan. 17th, when Messrs. R. T . Howse, E . Martin, W. A. J A N . 31ST, flying as usual, Earlswood Common.
Smallcombe, and N . Gordon Stephens competed. Mr. Smallcombe's machine Monthly Report.—The chief work during the month has been done in the
(a twin-screw " canard " model with a pronounced dihedral angle) landed in the workshop, members being hot on machines for the forthcoming Show at
20 ft. circle in five straight flights, and the prize was awarded to him. On Olympia. The flying has been of an experimental character, Messrs Sutton
Jan. 24th, a high flight of 62 sees, duration was made by a twin-screw tail type and Norton having been experimenting a good deal with tractors. A tea and
model flown by Mr. Smallcombe. The wings were flexible, and of modified general meeting was held on Jan. 17th, and a very pleasant evening was spent in
" Weiss" design. This flight was chiefly remarkable for the reason that the combining pleasure with business. The officers of the club were re-elected
en bloc. It was found that the club stands in a good financial position, and a
backswept flexible wing tips flapped rapidly up and down in flight actuated by very gratifying report was read. On Jan. aist the club r.o.g. record was broken
wind pressure. If this natural flapping could be artificially assisted there is no by Mr. K. G. Wilson, he having obtained 56 sees, with a 6-oz. floating tail mono,
doubt that the machine would thereby be propelled forward. At these meetings and a point-to-point distance of 389 yds., the record being for duration.
the hon. sec. has been experimenting with his steam-driven Weiss model, but Mr. Sutton h a s had a h.l. floating tail out, getting very stable flights; alto
no flights have yet been made under engine power. The machine has made S£-oz. tractor mono, with Handley Page type plane. This has proved to be very
short flights driven by a geared rubber motor (the weight being then 22 ozs.), stable, behaving excellently in side winds. With this he has been experimenting
and towed behind a bicycle with the engine on board (total weight 32 ozs.), it with different types of tail, also tractor screws ; the best results having been
has left the ground a t a wind speed of approximately 20 miles an hour. The obtained with non-lifting tail with negative flaps. Mr. Hoyle has been out with
dimensions are : Span, 4 ft. ; chord, 6 ins. ; length, 3 ft. 6 ins. ; weight (machine 2-oz. r.o.g., also h.l. mono., both very good. The Wilson familv have been busy
15 czs., engine and fuel 17 czs.), 32 ozs.; effective lifting surface, 180 sq i n s . ; with r.o.gs., their chUf event being 56 sees, with floating tail; they have also
loading, 25*6 oz*. to the sq. ft. (the loading when the machine rose from the had a i2*oz. r.o.g. " p a r a s o l " mono, which gives great promise, having had
ground driven by one of Honn's geared motors was 176 czs. to the sq. ft.). The 42 sees, off ground and 46 sees, hand-launched. With a r.o.g. mono, loaded
wings are modelled on tho^e employed on the Keith.Weiss " aviette. ' 9 oz. to 1 sq. ft. they have had 309 yds. and 36 sees., and r.o*g. biplane loaded
6 oz. to 1 sq. ft. 32 sees., about Bo ft. high. Mr. Hooton has been out with 8-01.
Croydon and District Ae.C. (158, HIGH STREET, CROYDON). r.o.g. mono, and 10-oz. r.o.g. biplane with usual good flying. Mr Funnel! has
Monthly Report.—Very little flying during January owing to work with had a 10 oz. r.o.g. m mo. loaded 5 oz. to 1 sq. ft. This is the first machine of a
Show models. Those members that have been out during January have certainly new member, and certainly gives him great credit; he obtained 200 yds. with
favoured tractor models, and with the exception of Messrs. C. Smither arid the first flight, but further trials wereended by a rubber breakage. Mr. Greenhead
W. Bell, who have flown hand-launched models, no other type of model has has been out with 7-oz. r.o.g. mono, and h.l. mono., getting 45 sees, with latter.
made an appearance. Messrs. Bell and Smither had some of the finest distance Mr. Norton lias been out with y-oz. tractor mono, with Etrich type plane ; this
flights yet seen at Mitcham, Mr. Smither's model climbing to a fine height. rode a nasty east wind well, crabbing on side wind, and steady as in calm.
Mr. H . Smither has been out with a very original tiactor monoplane with Messrs. Kennard and Young have also been flying.
Caudron type planes. He has had very good nights, and the model is very
stable. Mr. Bell, with a small tractor, has been out for height, and his model Sheffield A.e.C. (41, CONISTON ROAD, ABBEYDALE, SHEFFIELD).
has proved itself a good climber. Messrs. Hart and Mullins have also had
good flights with their Dep.-type models. Mr. F. Carter has had out the smallest FEB. 7TH, at 3 p.m., general meeting at Broomhead's, Leopold Street, when
tractor mono, we have yet seen, and has succeeded in getting it toflyvery well, important announcements will be made. All members and those interested in
though its landings are somewhat abrupt. Mr. Pavely has been out tuning up aviation invited to attend. Please observe change of secretary's address.
his tractor model intended for Olympia. Stony Stratford and District Kite and Model A e . C . (OLD
Leytonstone and District Aero Club (64, LEYSPRING ROAD). STRATFORD).
F E B . I S T , a t 10 a.m., meet on Wanstead Flats as usual ; if wet meet at STONY STRATORD AND WOLVEKTON, Feb. 4th, discussional meeting at
club-room. Wolverton. Feb. x6th, building evening a t Stony Stratford. Buckingham
Monthly Report.— Jan. 4th, meet of the members on Wanstead Flats. Mr. Branch, Jan. 30th, discussional meeting. Feb. 14th, building evening. Feb. 27th,
H. Bedford opened proceedings with a small tractor, which flew well. Messrs. discussional meeting. Feb. 21st, members competition for both branches a t
S. C. Hersom, F . Wood, and F. Hawthorn were all obtaining good duration Buckingham at 2.45 p.m.
with r.o.gs., and six h i . models were flown during the morning. J a n . n t h , Monthly Report.—Stony Stratford and Wolvertonj Jan. 7th, general meeting
in spite of a gale, 20 members assembled, and Mr. Thos. Kimpton obtained the at Wolverton. Subject for discussion, " The Competition Classes at Olympia."
best flight of the morning, 100 sees., h.l. The model travelling with the strong It was unanimously resolved that the club become affiliated to the K. ik M.A.A.
wind was lost over some houses fully half a mile distant. Other h.l. models Owing to one or two spectators being struck by models at competitions, it was
were flown by Messrs. H . Frost, G. Pitt, W. Hersom, and F . Wood. Messrs. resolved to include the Association Rules re Protectors in the club rules. It was
H, Bedford and F . E , Grattan were each obtaining good flights with tractors ; unanimously resolved that a vote of thanks and appreciation be recorded to the
r.o.gs. were flown by Messrs. S. C. Hcrsom and F . Wood, while Messrs. J . E. Model Editor of FLIGHT, Mr. V*. E . Johnson, for his appreciative paragraph.
Louch and H, Bedford vied with each other for hydro, honours. Members are J a n . 17th, on club ground at Old Stratford, a distance competition was held.
, beginning work in earnest on exhibition models, as can be seen by the falling Results calculated on average of three flights were: Messrs, E . Brown and W .
off in attendance. Only 18 members turned out on the iSth, but some good Palmer, ist, lied with average of 87 yards; Mr. E. Brown, and, with average of
60 yards; Mr. R. Limes, 3rd, with average of 64 yards. J a n . 31st, at Stony
flying was the result. Messrs. S. C. Hersom and F. Wood accounted for the Stratford, a building evening was held, members present overhauling machines .
hydros., and r.o.gs. were flown by Messrs. F . Hawthorn, F . Wood, and S. C.
Hersom ; six h.l. models were also flown with varying success by different Buckingham Branch.—Jan. 9th, members' meeting. Subject, " Some Points
members during the morning. J a n . 25th, Messrs. F . Wood and _H. Bedford, on Model Design." J a n . 16th, building evening—Single-propeller machines on
arriving with hydros., were confronted with the difficulty of getting them off the stocks and gliding experiments. During the month members attended a
ice. Mr. Bedford detached his floats, and hastily fitted runners, from which his lecture at Padbury given by Lieut. Lawrence. R . F . C .
model rose very easily (ice makes a splendid rising surface). Messrs. F . Wood, Wimbledon and District (165, HOLLAND ROAD, W.).
S. C. Hersom, H . G. Bond, W. Hersom, and F. Hawthorn arrived with r.o.gs., J A N . 31ST ami Feb. ist, flying as usual.
Messrs. Thos. Kimpton and F. Wood with h.l., and Mr. Frank Hawthorn with Monthly Report.—Not much flying during past month, members being busy
a small tractor. Weather conditions throughout the month have been very- on their Olympia machines. Several new machines have been out, the most note-
unfavourable. worthy being two large tractors flown by Messrs. Tucker and Laing respectively.
N.E.LondonModelAe.C.(47jENNERRD.STOKENEWiNGTON,N.) Mr. Tucker s machine is on the lines of the " Martinsyde " monoplane, which it
Monthly Report.—Saturday afternoon's interest has centred chiefly round resembles in the chassis and in the planes, which taper towards the tips and
Mr. Burton's 5 ft. span r.o.g. tractor. Mr. Longstaffe's scale 14-oz. tractor has are braced from a king-post in the centre. T h e machine gets off and flics
been doing exciting " straights." At general meeting for reorganising club on well, though it has a tendency to stall at the end of the flight. Mr. Laing has
J a n . 17th, Mr. Longstaffe was elected hon. s e c , Mr. Burton treasurer and had out his reconstructed " D . F . W . " monoplane, weighing ir ozs., the built-up
assistant sec,, with the following committee ; Messrs. Lewin, Dore, Griffett, fuselage now being replaced by a hollow spar of large section. The model is
Sutton, Cowderoy, Sherratt, and Wood. The annual subscription was fixed at very stable, and the duration has been improved up to 30 sees. Mr. Easdale hat
4*., a certain amount of which is to be devoted to prize work. Applications are flown his large tractor every week, and continues to improve on his previous
invited for membership. A hydro, meeting on Sunday morning is to be results. The stability is excellent, and the duration has been increased by the
inaugurated, if sufficient support is forthcoming ; members are asked to inform use of a larger screw, the average being about 40 sees. A machine which flies

129
 single-propeller model. E. W. Brunton has flown a promising tractor, and A.
very well in a wind i» Mr. W. G. Smith's 3 ft. A frame, type I - I - O - P S ; " 6 e t s D. Nicholis his very efficient hollow-spar monoplane. It is with mingled feelings
up to a great height and covers about 1 mile every time. Unfortunately at the that one announces that A. F. Chinery has now apparently forsaken his realistic
conclusion of a long flight of about 600 yds. it was annexed by some urchins who gull's wing tractor for the " hollow spa brigade," and now flies a very creditable
decamped before Mr. Smith could arrive. It has not been recovered. Mr. Lamg specimen. F. Dixson is experimenting with a Dunne-tjpe glider, and Mr.
ban flowo an A frame twin-screw type 1-1-0-P2, getting very high flights and Bennett with a twin-tractor. This member has also had good flights from a
durations up to 65 sect He has also made some interesting experiments with his floating tail " A " frame, and F. W. Edwards has flown a very promising twin-
large tractor as a glider. On a line of 30 yds. in length the machine rises into geared tractor fitted with an electric searchlight and a twin-propeller biplane.
the wind and soars at a height of 40 ft. for periods of 2 mins. Mr. Cunningham
has had out bis Olympia-type tractor with built-up fuselage. The machine T w i c k e n h a m Model Ae.C. (74. CLIFDEN ROAD, TWICKENHAM).
made several short flights, but further experiments were stopped by the screw Monthly Report.—During the early part of the month Messrs. Hill and
coining off in mid-air. Mr. Hayden has flown his 4-ft. o-in. 'bus throughout the Clayton did some exceptionally good tractor flights, R. Hill with one making the
month. It i» now fitted with a larger elevator which has improved the flight club record of 176 yds., although the machine lost a lot owing to circling.
considerably. Mr. Boniface's single-screw pusher has been flying well, both Saturday, 10th, Mr. StagR brought down a Dunne-type mono, and also two
r.o.g. and h.l. doing durations up to 40 tecs. It was originally fitted with an tractors, one modelled on a Clarke's Dep., another of his own design. A com-
elevator, but this has now been replaced by a tail, and the stability has greatly petition was held for flying-sticks, the winner being the one who had the greatest
improved in consequence. Mr. Powell has flown his hollow spar type 0-1-1-P2 total when his duration and length were multiplied together. Mr. Franklin, jun.
machine, getting good results in all weathers ; average duration 80 sees, tin was winner, with Mr. Ord as runner-up. Jan. 17th, the tractor competition was
one occasion it alighted in a pond at the conclusion of a long flight, and had to to be the main feature, there being ten entries. But the weather turned out
lie retrieved with a line, none the worse for its bath however. abominable, so that the competition was declared off. On 34th Messrs. Hill,
Clayton, Franklin, jun., Whyte, Rice-Skinner, Stagg, Williams and Harries out
U N A F F I L I A T E D CLUBS. with tractors, and Messrs. Ord and Whyte during week-end with flying-sticks.
Edinburgh Ae. Soc. (Model Section) (13, HERMAND TERRACE). Mr. Franklin, sen., has kindly accepted the presidentship of the club, which has
PHACTICBS Feb. 7th, King's Park ; Feb. 14th, Blackford Hill Observatory ; met with unanimous approval, as he and his son have shown such enthusiasm in
Feb. aist, Braid Hills, Pond Gate; Feb. aSth, r.o g. duration sweepstake in the welfare of the club. The members who have joined during the month include
meadows; all practices commence at 2.30 p.m. Lantern lecture on "Some Messrs. Ord, Whyte, Stagg, Williams and Harries. Messrs. Franklin and
luintson Model Aeroplane Construction and Design," will be given by Mr. Taylor are offering prizes, and together with those already given should do much
S. Harrison, at 46, Torphicben Street, on Thursday, Jan. 26th, at 8 p.m. to stimulate members to do their utmost. So taking things all round the club
Monthly Report.—The first Scottish Model Aeroplane Championship Meeting should be looking forward to a successful season this summer.
was held on Jan. 1 st, at Edinburgh, when competitors from Glasgow, Dundee, Windsor Model and Gliding Club(io, ALMA R D . , WINDSOR).
North Berwick, and Edinburgh took part. Unfortunately, owing to a strong Monthly Report.—The usual flying has been done this month. One or two
wind, only one new Scottish record was put up, namely : r.o.g. distance, models have been of more than ordinary interest. Mr. Rogers' big monoplane,
362 yards a ft. by Mr. Craig Boyd, S.A.S. Model Aero Club, and which was 6 ft. span, hasundergone some tuning-up flights, and shows great promise. It
done in the inter-club competition. In the inter-club competition each club was will be remembered that it was exhibited at the Model Engineer Exhibition,
represented by h.l. monoplane, h.l. biplane, and r.o.g.; each machine made but has since undergone some little alteration. Mr. Stanbrook has flown a
three flights in bath dntanc? and duration, and scori lg was by points. The big 12-oz. tractor-biplane with great success, and a feature of which is the
following were the results ;—Open competition (distance)—1. S. Harrison; a. E. stability in a high wind. Mr. S. Camm has flown a tractor monoplane, reaching
Hardy; 3. H. Hartley. Open Competition (Duration)—1. J. P. Graham ; big altitudes. Messrs. F. Camm, S. Spicer, S. Dandridge, H . Dellar, and J. E.
a. H. Hartley; 3. S. Harrison. R.O.G. (Distance)—!. J. P. Graham; a. S. Staines have flown various models. Most members are now engaged on the
Harrison. R.O.G. (Duration)—1. J. Hall; a. J. Graham. Inter-club Competi- models for Olympia, and it is hoped that the exhibit will be thoroughly repre-
tion—1. Edinburgh, 34 pts. ; a. Glasgow. 28 ; 3. Dundee, aa ; 4. North Berwick, sentative. No gliding has been done, but next month should prove suitable
scratched. On Jan. 24, a few members went down on the invitation of Major weather. Arrangements are almost completed for the building of the full-size
Gordon to Port Laing to inspect the seaplanes stationed there.
aeroplane. It will be of the tractor-biplane type, with a fuselage of the Bleriot
Finsburv and District (52, LAMBTON ROAD, HORNSEY RISE, N.). variety. Work will begin almost at once. Any students of aviation in the locality
FLYING as usual, Finsbury Park (kite ground), from 3 p.m. till dusk. who would care to join in should apply to the secretary.
Ilford Model Ae.C. (83, ENDSLEIGH GARDENS, ILFORD).
FKB. 7Tti, 8th, 14th, 15th, aist, 32nd, and a8th, flying as usual. On
® ® ® ®
Feb. 4th, committee meeting ; Feb. 9th, general meeting to discuss the building PUBLICATION RECEIVED.
of a club glider.
Monthly Report.—There has not been very much flying this month, for the Annual Report of the Board of Regents of the Smithsonian
club has just been reorganised, and programme for 1914 planned. The best Institution, 1912. W a s h i n g t o n : T h e S m i t h s o n i a n I n s t i t u t i o n .
r erformances have been made by Mr. R. C. Nicholls and Mr. B. Seabright.
t is to be regretted there has been a marked absence of tractors. Biplanes
seem, however, to hold a prominent position, most of them being r.o.gs. The
® ® ® ®
best performance was put up by Mr. G. Warren with 35 sees, duration. The Aeronautical P a t e n t s Published.
secretary is going to experiment on Rochet planes, which were illustrated in the Applied l o r In IBIS.
back numbers of FLUIHT. Mr. Nicholls put up a very good performance with Published J anuary Zth, 1914.
his *'light weight " twin-screw " pusher," which weighs less than 2 ozs. His 29,170. A. P. FILIPPI. Aerial or nautical propeller.
performance being the club's record for the " light weight class," 41 sees. 29,252. F. AMOORK. Aeroplanes.
duration obtained on Jan. 18th. There is only one hydro-biplane in the club at
present, owned by Mr. G. Warren, which has flown with fair success. The Published J anuary 15th, 1914.
secretary's twin-screw " pusher," with backswept wings a la Handley-Page, 29,401. H. COAHDA AND BRITISH AND COLONIAL AEROPLANE C O . , L T D .
caused quite a sensation. It flew very well, and was exceedingly stable fore and Aeroplanes.
aft, but was inclined to wobble, for the wings were turned up too much. From Applied t o r In I M S .
the end of January onwards tractors will receive most encouragement, as they Published January 8th, 1914.
are so much in the minority, and also are more difficult to construct. The 3,470. H. T. ALESBURY. Aerial planes.
secretary would be exceedingly pleased to receive catalogues, & c , from model 9,599. F. BLICHARSKI. Flying machines.
and accessory manufacturers, and also from aero-model enthusiasts who would 14,233. G. H. THOMAS. Biplanes.
care to join the club. 15,488. BALLONHALLENBAU GES. Airship sheds or hangars.
Scottish -Ve.S. Model Aero Club ("ROCHELLE," LIMESIDE Published January 15th, 1914.
AVENUE, RUTHERGLKN). 7,448. H . COANDA AND BRITISH AND COLONIAL AEROPLANE C o . , L T D .
JAN. 31ST, Feb. 14th and 28th, Paisley Racecourse, h.l. and r.a.g. Aeroplanes.
Monthly Report —Dec. aoth members visited Paisley Racecourse. Several 7>553- H. COANDA AND BRITISH AND COLONIAL AEROPLANE Co., LTD.
new models were out, including Mr. Mills' new hollow spar biplane, 0-1-1-P2, Aeroplanes.
and Mr. Balden's new duration model, 1--1-0-P2, whose best durations were S.759- C BIENZ. Automatic stabilising apparatus in combination with
65, 68 and 78^ sees. Jan. 1st members travelled through to Edinburgh to compete landing framework.
in several competitions organised by the Edinburgh Aero Club, and also to Published J anuary 22nd, 1914.
compete in an inter-club match for the championship of Scotland. Teams of 1,174. C. J. LAKE. Flying-machines.
three members (each flying a different type, namely, h.l, r.o.g., and h.l. biplane) 1,972. B. D . PORRITT AND NORTH BRITISH RUBBER Co. Balloon fabrics.
were forward from Edinburgh, Dundee and North Berwick. Unfortunately the 3,126. G. GRAMATICESCO. Aeroplanes, &c.
weather was rather boisterous, and was all against good flying. Owing to this 3,263. J. R. PORTEK, Aeronautical machines.
a good many smashes took place. The result of the match was: 1, Edinburgh ; l.7'5- MOCHA. Flying-apparatus.
1, S.A.S. i 3, Dundee ; 4. North Berwick. During the day Mr. W. Craig Boyd,
S.A.S., raised the Scottish distance record for r.o.gs. to 262 yds. On Jan. 28th
Mr. James G. Gray, D . S c , will deliver a lecture entitled " New Gyroscopes
and their Applications," to the Scottish Aeronautical Society, in the Glasgow
FLIGHT.
University, at 8 p.m. All interested are invited to be present. 44, ST. MARTIN'S LANE, LONDON, W.C.
S. Eastern Model Ae.C. (i, RAILWAY APPROACH, BROCKLEY). T e l e g r a p h i c a d d r e s s : Truditur, L o n d o n . T e l e p h o n e : 1828 Gerrard.
JAN. 31st, Woolwich Common, 3.30 p.m. until dusk ; Feb 1st, Blackheath,
7.30 to 10 a.m. ; Lee Aerodrome, 10.30 a.m. to 13.30 p.m. SUBSCRIPTION RATES.
Monthly Report.—Owing to the Exhibition, the"past month has been one of
exceptional industry, and a record number of models have been completed. In F L I G H T will be forwarded, post free, at the following rates:—
addition to the ordinary flying models, F. Plummer has built a scale Morane-
Saulmer mono., A. B. Clark a scale Blcriot, W. R. Prance a petrol motor, and UNITED KINGDOM. ABROAD.
Mr. Hock a steam plant. This Exhibition, held at the Central Hall, High s. d. 1 s. d.
Street, Peckham, on Thursday last (agth), will be reopened at the All Saints 3 Months, Post Free... 3 9 ! 3 Months, Post Free... 5 o
Men's Club, Ripon Road, Herbert Road, Plumstead, on Thursday next
(Feb. Sth) Aero-modellists and their friends are heartily invited. Admission 6 „ , , . . . 7 6 6 „ „ . . . 10 o
free. Visitors will be entitled to cast a vote for the most interesting exhibit, 12 „ „ ... 15 o 12 „ „ ... 2 0 o
which will hold the " South-Eastern Trophy " for the present quarter. The
next contest for the trophy, the rules for which appeared in these columns last Cheques and Post Office Orders should be made payable to the
week, will be held on Feb. 28th. G. H. Westwood has spent a very busy month Proprietors of F L I G H T , 4 4 , S t . Martin's L a n e , W . C . , and crossed
with his numerous tractor monoplanes. A. Beere has developed a similar stud, London County and Westminster Bank, otherwise no responsibility
but on a much smaller scale, and has also tackled a tractor biplane. C. Beere's
monoplanes have been well to the fore, and show considerable promise. A. will be accepted.
B. Clark's all-metal model is still looping merrily, and now does three con- Should any difficulty be experienced in procuring F L I G H T from
secutive perfect loops without any effort. F. Plammer's hollow-spar mono. local newsvendors, intending readers can obtain each issue direct
maintains its high style of flying, and G. Brown has now reverted to a small
from the Publishing Office, by forwarding remittance as above.
I30