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9
THE AEROPLANE- JULY 7, 1920.
nun
2ND FORECAST OF THE AERO SHOW.
IIIIUl^
Vol. XIX. No. 1.
SPECIAL ISSUE Price 1/-
Registered at the C P O. as a Newspaper.
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The Aeroplane
July 7, 1920
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TT.R.V. 1 Year «« sn-
ON THE R.A.F. TOURNAMENT.
VOL. XIX. No. 1,
Two things appear certain after the R.A.F. Tourna- ment on Saturday last, July 31 d. One is that the R.A.F. Tournament will be an annual social event of considerable importance in the London Season. The other is that those newspaper proprietors and editors who believe that the British Public is not interested in aviation are truly representative of the journalistic trade, a trade which has shown real genius in misrepresenting and misunder- standing public opinion.
The record attendance at the Hendon Aerodrome prior to last Saturday was, one believes, about 60,000 people, on the occasion of the Aerial Derby of 1914. At a rough guess one would estimate the crowd at the R.A.F. Tourna- ment at 40,000. It was as long as the record Aerial Derby crowd, but it could not have been as deep. One hopes that the guess is an under-estimate, for the R.A.F. Memorial Fund will be the more benefited if the figure is higher. ,
The proprietors of the Hendon Aerodrome, who kindly lent the ground for the occasion, must have received a rude shock when they saw the vast mob which arrived, for they must have appreciated fully for the first time the mistake they made in not running the aerodrome last year and this year on the sound lines laid down by the late Richard Gates in 1912-13 and 14. One can imagine Richard's joy on Saturday at seeing Hendon not merely back to its old form, but far in front of it, both in the quality of the flying and the qflality if not the quantity of fhe crowd.
[Since these notes were written it has been stated that the Air Ministry estimates that 40,000 people paid for admission at the gates (presumably exclusive of those who bought tickets beforehand), and that the R.A.F. Memorial Fund will be ^6,000 to the good after paying all expenses.]
The Sound British Public.
The huge success of the whole affair bears out fully the theory which one has set forth in this paper on pre- vious occasions, namely, that the British Public will be enthusiastic over the best of everything or over the worst, but it has no use for mediocrity. A seaside holi- day crowd at a promenade concert will applaud Wagner to the echo, and it will be nearly as pleased with the latest "rag," but it has little use for Cyril Scott and his like. Mr. Kipling and Mr. Garvice are alike "best sellers," but a merely clever book has only a small sale. "Cyrano de Bergerac" will fill a theatre even better than "A Little Bit of Fluff," but a play that is just "smart" has a short run.
And, similarly, the R.A.F. Tournament can fill Hendon with a crowd as big as would go there if the manage- ment guaranteed three fatal accidents, but the crowd will not go to see a few second-rate stunt pilots and some poorly arranged races on training machines. One hopes that this fact may be duly digested by the Royal Aero Club when it comes to carrying out the arrangements for the Aerial Derby for July 24th.
The most encouraging feature about that huge crowd was that it arrived purely as the result of real interest in and enthusiasm for aviation. The daily Press had . done little or nothing to stir up enthusiasm beforehand. What little was published 011 the subject was either unintelli- gent or unintelligible. Apparently the crowd was drawn simply by one enthusiast telling other enthusiasts that it would be the proper thing to go to Hendon, and the other enthusiasts passing the enthusiasm on to others, and so on and so forth 011 the "snowball" » principle. Personally, one is not surprised, for one never doubted the public's interest in flying, if given the opportunity of seeing flying done as it should be.
Deserved Congratulations.
The whole of the R.A.F. deserves the most cordial con- gratulations on the good work it has done in thus de- monstrating the good sense of the British Public and in providing the finest exhibition of flying ever seen in this country or elsewhere.
From Air Vice-Marshal Sir John Salmond, who worked his hardest to make the display what it was — which en- tailed a huge amount of overtime 011 top of his usual onerous duties — to the most junior air mechanic who handled the machines on the great day, 'everybody de- serves the most sincere congratulations on the success which they both earned and commanded. Moreover, they deserve to be publicly thanked for their services not only to the R.A.F. Memorial Fund but to the pro- gress of aviation, which is ultimately a far greater matter.
A Few Grouses.
Of course, there is no rose without a thorn, so one may as get off one's chest at the start a few complaints, which one hopes will not be regarded merely as grousing but as suggestions for future Tournaments.
First of all, one suggests that next year's tournament bt held at Croydon. It is a better and more pleasant aero- drome. It is far easier to reach by rail and tram from every direction— it will have an electric railway to its gates in less than a year. It can be approached by several roads instead of by two only.
The R.A.F. certainly handled the car traffic at Hendon wonderfully well on Saturday. One doubts whether even the wonderful French traffic-control gendarmerie — of whom Mr. Henry Knox remarked that they are guaran- teed to pass more camels per minute through the eye of any given needle than anybody else in Creation — could have done much better. But there is need for a more accessible aerodrome.
Secondly, one objects strongly to the Tournament being called a Pageant. The latter title suggests the state entry of the Air-Marshalk followed by serried ranks of Air Vice-Marshals, Air Commodores and Group Captains ; and a Battalion of Flying Officers representing " Air Force Uniforms Throughout the Ages" (1914-1920) ; and motor lorries representing the work of the R.A.F., such as a group of Equipment Officers dissecting an obturator
6
The Aeroplane
ring and a group of A.l.D. officials putting the official stamp on a sparking-plug washer ; what time the R.A.F. Band plays Miss Lee Vvhite's famous song, "And I'm Blew Tew."
The good old word Tournament suffices for the Navy and Army. One would prefer it for the R.A.F.'s annual display, apart from the fact that it describes more ac- curately the nature of the events and is less grandiose.
Sir Eric Geddes might like a . Pageant, but a Tourna- ment is more in keeping with Mr. Churchill's Depart merit, and his fondness for jousting, verbal or real.
Thirdly, one submits that' the management made a mis- take in permitting .a woman to do a parachute drop from a Service machine. One acknowledges fully the pluck of Miss Sylvia Boydeu, and one recognises the fact that she is an amateur parachutist, but one believes that the performance was out of place.
If a parachute drop had to be done it should have been done by an R.A.F. officer or airman. At the Naval and Military Tournament one does not witness the sight of a young and beauteous lady pirouetting gracefully on the fat back of a cavalry charger as it canters round Olympia.
The Matter of Starting.
Fourthly, the machines should not be allowed to take off towards the crowd, for many reasons. If an engine failed just when it was coming up to the crowd either it would have to land in the middle of the people or do a flat spin .and crash itself. Even when the machines get away perfectly, as did every machine on Saturday, thanks to the wonderful R.A.F. mechanics, they cause a^ trifle too much emotion to many of those who are watching them from a few feet below. Only the unini- tiated or the foolhardy are completely unmoved.
Long before the War the competitors in the races at Hendon always started in the same direction (namely, parallel to the crowd), regardless of the direction of the wind or the speed, or slowness, of their machines. Surely the skilled pilots of the R.A.F. can do likewise. Not only is it safer, but it looks better.
The Worst Objection.
Fifthly and lastly, one objects most strongly to the statements in the programme after the names of certain gallant officers to the effect that one or other of them had destroyed so many German aeroplanes and/or balloons. At the Naval and Military Tournament one does not read in the programme concerning, say, the Sabre versus Bayonet Competition : — Sabre — Squadron-Serjt. -Major Jones (clave seventeen Germans to the chine) versus Bayonet — Platoon-Serjt. Smith (prodded fifteen Germans in the peritoneum).
It simply is not done. One can only assume that those responsible for the programme made the fatal mistake of allowing either a journalist or a publicity expert to have a finger in the pie of its composition, and that the proofs were not submitted to the High Command of the R.A.F. before the bulk was printed. The class of person who went to the Tournament does not need the vulgarity which attracts the daily Press to attract him or her to the R.A.F.'s annual display. One hopes that in future the R.A.F. will not be guilty of such a betise.
Having thus relieved one's soul of all its complaints, let us to the affair in hand — the gay and gallant joustings of the gentlemen of His Majesty's Royal Air Force.
No attempt has been made to illustrate the events by means of photographs. All the machines, except the S.E-5b, have been illustrated over and over again in this paper. Photographs of personalities are either an imper- tinence or a bore. And it is impossible to do justice to formation or aerobatic flying in photographs. Therefore one has limited the illustrations to a few clever sketches kindly contributed by Mr. Sinclair Puckett, late R.A.F.
They convey the spirit of the whole affair better than any photograph could do.
The Events of the Day.
Perhaps the most striking feature of the whole performance was the military precision with which the events were run. It was only necessary to look at an accurate timepiece and then at the programme to know what event was in progress.
The first event, a race for standard Avro training machines, started at the stroke of 15 o'clock. It seemed rather a dan- gerous affair, in that the competitors were lined up head to wind, which meant head to the crowd, with cold engines; the pilots and mechanics were in line 20 yards behind the machines, and at the starting signal had to rush for the machines, start them up, and get off. It speaks wonders for the excellence of the mechanics and the good Sense of the pilots that, despite the hustle and hurry, each and every engine was firing perfectly as it passed overhead, certainly not higher than 30 feet.
The race was won in a canter by Fit. Lieut. Weare, M.C., who got away several seconds in front of the rest, and held his lead all the way out to the turning point and back. He is to be particularly congratulated on his crew of mechanics, who evidently keep his engine in perfect condition, for it started at the first pull over.
An 1 11- Matched Pair.
The second event was a fight between a Fokker and a Martinsyde. It was, in fact, the least good show of the day. The Fokker could never get within shooting distance of the "linsyde," because of the superior speed of the latter, and the pilot of the "Tinsyde" never made a serious attempt to get onto the Fokker's tail, probably recognising the fact that if he did so the Fokker could always dodge him.
As a matter of fact, a fight between a Fokker and a Martin- syde is impossible, and rather like a duel with "boxing gloves at a hundred yards," unless each pilot resolves to hit the other regardless of consequences, and so makes no attempt to escape being hit himself. The Martinsyde always has superior speed and the Fokker always has greater manoeuvrability .
Trick Flying as Done.
The next event was one of the best of the day. Flight Lieut. Noakes, A.F.C., M.M., one of the old N.C.O. pilots of the McCudden period, if one is not mistaken, put up a perfectly wonderful show on an S.E-ob., a machine which has not hitherto been seen in public. It is a variant of the popular S.E.sa., and looks rather like an S.E- fuselage and undercarriage with a Flun nose.
Mr. Noakes took it off sideways to the wind and sideways to the ground also, a fearsome trick that made it seem as if he had caught his wing-tip in something at the moment of lifting. Then he waggled the machine in the opposite direc- tion, doing a species of quarter spin, absolutely flat. After which he proceeded to' do everything that an aeroplane can do, including a roll at the top of a loop, which very few pilots or machines can manage with such absolute precision.
He is hardly so clever an exhibition pilot as Major Draper, perhaps, for he keeps a shade too close to the audience when performing, and he is inclined to be brusque in his movements. And nobody, in the opinion of many good judges, has ever touched the late Peter Legh for sheer artistry in the air, except, perhaps, Roland Garros. But Mr. Noakes is a very fine pilot indeed, and if he laid himself out to be an ex- hibition pilot, which is quite a different thing from either a test pilot or a stunt pilot, he would find very few to beat him.
Aerial Harmony.
The fourth event, a demonstration of formation flying by five Bristol Fighters, was perhaps the finest show of pure flying of the day. Squadron Leader E. H. Johnston, O.B.E., and four of his officers gave a delightful exhibition, which compared in neatness with a musical ride at the Military Tournament. Granted that these officers had what is perhaps the most graceful-looking machine in the world to fly, and had, in their Rolls-Royces, engines which could be throttled to a revolution to get uniform speed in all machines, and granted that all the machines were equipped with wireless telephones so that the pilots were manoeuvring to word of command like a platoon of infantry ; with all these advantages duly considered, the Bristols did everything' that could be expected of them.
One hopes next year to see Squadron Leader Johnston manoeuvring a full squadron, so that not only can individual machines change places, circle about, and fall into position again, but each flight can manoeuvre as a unit in co-operation with the others. There are great opportunities for effective displays of this nature. And this was a very fine example of what can be done.
Following on the Bristol show came a display by five
July 7, 1920
The Aeroplane
7
Sopwith "Snipes," led by Flight-Lieut. J. S. T. Fall, D.S.C., A.F.C. This also was a very fine exhibition, though the Snipes, not being fitted with telephones, did not manoeuvre with the apparent unanimity of the Bristols. Flaving to depend on visual signals there was inevitably a lag between the movements of the leader and those of the other four. Moreover, No. 5 of the formation was suffering from a rather reluctant engine, and so could not keep quite level with the movements of the others.
Nevertheless the simultaneous looping and Immelmanmng and so forth was distinctly pretty. The only defect about the performance was that the formation, like Mr. Noakes, kept too far towards the west, and so the end man was flying over the heads of the crowd, which prevented one from getting the whole formation into the area of one's vision at the same time. As in the case of Squadron Leader Johnston, one hopes to see Mr. Fall next year, complete with telephones and with a whole squadron behind him. He is certainly a very able leader and organiser.
The Gentle Aviator.
The sixth event was an exhibition of flying on a Sopwith Camel by Flight.-Lieut. Longton, and a very pretty exhibition it was. One has never seen anybody, except Peter Legh, keep a machine on its back for so long. And he did all his loops and rolls so slowly and gracefully that he reminded one of Tom Hearne, the "Lazy Juggler." Mr. Longton must have beautiful hands, for at no time did his machine perform a jerky movement, and it all seemed so leisurely that one perceived at once that the machine was under the control of an artist.
His one fault was that, like many other performers, he kept so close to the audience that it gave one a crick in the neck to watch him. He will, one hopes, take this criticism in the friendly spirit in which it is meant. His flying is so good that one wants to see all of it in the most convenient way, so that one can appreciate it to the full.
The Gambols of Giants.
After Mr. Longton came a display by three four-engined Handley Pages of the V/1500 type. The three vast beasts rolled out across the aerodrome looking like performing elephants. Then they turned and swept towards the crowd as if to demolish the enclosures and all that was therein. It was truly a terrifying sensation as the twelve Rolls-Royce Eagles roared towards the railings. Even Air-Commodores in the cattle-pens called boxes, and war-stained Squadron- Leaders in the enclosures behind them, turned pale, and one
confesses to heaving a sigh of relief when Squadron-Leader Sholto Douglas's tail-skid passed innocuously some fifteen feet or so above one's head.
The "Super-Handley," as it is generally called, is not exactly a machine for trick flying, but several times the three did turns with distinctly perceptible banks, and changed direction within the confines of the aerodrome.
From one of the three Miss Boyden made her descent in a r§d-white-and-biue "Guardian Angel" parachute, which opened with the precision always associated with Mr. Calthrop's products. The inappositeness of the occasion in 110 way detracts from one's admiration of Miss Boydtn's pluck or of the excellence and reliability of the parachute itself.
A Nieuport "Night-Hawk" and a "Snipe" went up at the same time as the "Super-Handleys," and proceeded to fly round,, under and over them, like porpoises playing round a whale. It was a pretty sight, and all the machines were excellently handled.
A Real Fighter.
Thereafter a Bristol Fighter, piloted by Flight.-Lieut. K. M. St. C. G. Leask, M.C., with Flying Officer H T. Pemell as gunner-observer, went up and was attacked by two Snipes, piloted by Flight-Lieut. A. Coningham, D.S.O.,'M.C, D.F.C., and Flying Officer G. E. Gibbs, M.C. It was a very good show. Mr Leask had at least as many defensive tricks as he has initials. Never once, so far as one could see, did either Snipe get fairly on his tail. Over and over again when one of them looked like doing so Mr. Leask would stall or side-slip, and leave the Snipe in such a position that Mr. Pemell's gun could make things distinctly unpleasant for the enemy. One imagines that during the war Mr. Leask must have been singularly popular with his observers.
Incidentally the whole fight took place right away over by the railway embankment, so that one could watch every twist and turn of it with ' absolute comfort. For which relief much thanks.
The Sporting Event.
Following this event there was a relay race between teams representing Uxbridge, Keuley, Andover, Netheravon, Up- avon, Duxford, and Gosport, for a cup presented by the Viscount Northcliffe. Each team consisted of an Avro, a Bristol and a Snipe. At the signal the Avro of each team started (straight for the crowd, as usual) and flew to a point about Wembley, then down wind to Bittacy Hill, and so back to the aerodrome, where it had to land behind its team-mates. If it ran over the line it had to be hauled or taxied back. On its coming to rest the Bristol started and repeated the performance, and on its finishing the Snipe did the same thing, only varying it by landing closer to the railing for the finish.
The Kenley team won hands down. Flight-Lieut. Salt was off the ground on his Avro before most of the others had got their engines going. He landed close up to Flying Officer Luxmore's Bristol, which was well away before the next Avro had even touched the ground. He in turn dumped his machine down behind Flight-Lieut. Chappell's Snipe before the next Bristol was over the aerodrome. And Mr. Chappell had landed when his nearest competitor was somewhere be- tween Bittacy and the railway.
Not only did the Kenley machines get away quicker than the others, but they seemed faster in the air. Presumably their superiority is explained by the need for overcoming the natural beastliness of the Kenley area by having engines on which pilots can absolutely depend. One recommends that lazy engine mechanics be sent to Kenley and taken up as passengers dver the surrounding hills, valleys and forests twice a day until they appreciate the need for reliable engines.
The race itself was very good fun, and great was the excitement as the six Snipes streaked overhead with their
8
The Aeroplane
July 7, 1920
nfteen hundred horse power or so howling in pursuit of the Kenley machine. The relay race idea is worth developing on a bigger scale next year.
Civilian Competition.
Following the Relay Race came a very pretty exhibition by Mr. Hawker on the Sop with " Swallow," erstwhile known by the less dignified name of the " Scooter." it is an aged " Camel " fuselage with a single plane above it, making it a " parasol " monoplane. Mr. Hawker is essentially a test pilot and flies as such. His movements are quick without being jerky or clumsy. The " Scooter " rolls more quickly than anything one has seen, and it spins like a tee-to-tum.
The show was distinctly good, and Mr. Hawker deserves the more thanks in that he injured his back some years ago in a crash and has only quite recently been under treatment for this old injury. Really he should not have been frying at all.
An Unintended Thrill.
After this show came an event which caused some con- siderable thrill. A dilapidated kite-balloon was sent up and Fit, Lieut. Hazell, D.S.O., M.C., D.F.C., gave an exhibition of attacking it. According to the programme the balloon was to burst into flames (it did not say it was to be shot down), and a dummy observer was to descend by parachute. Unfor- tunately only some 7,000 programmes were available, and they were all sold by 15 o'clock. Newspaper rumour had it that a real live parachutist was to do the jumping. And quite a lot of silly people believe what they read in newspapers, even in technical papers. Consequently some 30,000 people thought that the paiachutist was alive.
The balloon duly ascended, despite a smart shower which caused a distinguished young Australian squadron-leader to remark, " What a pity! It will wet the gas and then it won't burn." Mr. Flazell duly flew round and let off some cartridges, which if they had been "live" would have exter- minated a few of the crowd. The balloon duly caught fire and fell. Then the observer fell through the bottom of the basket. And his parachute stuck.
He was a horribly realistic dummy, and even experienced R.A.F. people, both practical and technical, who vveie not in the know, swore that he was a real man struggling to free himself. He fell behind the brow of the hill inside the aero- drome, just where one has seen so many aeroplanes crash, leaving one in doubt whether the pilot was alive 01 dead till one had topped the rise. And the blazing remnants of the balloon fell right 011 top of him.
Immediately the crowd in the shilling enclosures at the north end of the ground made a rush, like an enormous co- roner's jury dashing off to view the corpse. Almost as quickly a dozen or more officers and airmen from the place where the machines were parked dashed out and headed off the crowd. A Hucks-Ford engine-starter and an R.A.F. van of some sort, apparently an ambulance, shot out after them, and drove up and down in front of the mob, forcing them still farther back. Then the comic jazz biplane — of which more hereafter — taxied along the line, brushing the people back with its inner wing-tip.
It was as smart a piece of work and as fine a display of initiative as one has seen for a long time, for the R.A.F. had made no arrangements to handle a big crowd, even behind railings let alone when loose on the aerodrome. This little rounding-up performance was by no means the least meri- torious of the afternoon.
Somebody seems to have been trodden-upon in the rush, for the ambulance took a man to the first-aid hut soon after, and, of course, the yarn got around that this was the bumped
and burnt obseryei from the kite-balloon. So some of the ciowd went home with the soul-satisfying conviction that they had seen a man very nearly killed, and so felt they had had really good value for their money. But, be i: said, the great majority of those present were not of that class, and some of those who were really upset by the affair were greatly relieved to learn the truth from those who were among the 7,000 programme owners. As a matter of fact, the authorities might well have printed programmes for 47,000.
A Different Thrill.
Following the balloon episode Squadron Leader Johnston and his Bristols did an attack in line-abreast on an imitation trench, which blew up with great enthusiasm just after they had passed over it. The elfect was distinctly good, and might well be repeated with elaborations next year, hot example, we might have a dummy town. And we might have small but noisy bombs.
Barm in Gilead.
The next event was a very impressive affair. Squadron Leader J. K. Wells, piloted by Flight Lieut. C. A. Rea, A.F.C., went up in a Handley Page of the old O/400 type and dropped bombs which burst in the air like maioons. From the bursts there arose masses of fat greasy white smoke, which effer- vesced and fermented and seethed and rolled over itself like yeast," more ■ commonly called barm in the North Country, in a brewer's vat. Which may possibly explain why the chief expert in this species of chemical f rightfulness rejoices in the nickname of "Barmy."
Anyhow, the bombs made a splendid smoke-screen in the air, which hung there for quite a while, and effectively shut out the view of the people with free-gratis hedge-tickets at Hendon and Mill Hill. It is a pity the show did not begin with this "turn."
Thereafter "thermit" bombs were dropped in strings on the ground, where they demonstrated very convincingly how enemy crops might be destroyed, except in the British Isles, where our crops are invariably too green to burn — like the readers of some papers which one could mention.
Meantime Messrs. Hazell, Coningham and Gibbs, on Snipes, played follow-my-leader in and out of the smoke-cloud and round about the sky generally. And after that we all went home, laboriously and with much delay, being more than a little impeded by dozens of cars which were unable to get into the grounds at all.
One believes that at 16 o'clock there was still a string of cars four deep from the aerodrome to the Welsh Harp, and most of these which got as far as Colindale Avenue stopped there while their occupants came in on foot. Some people walked from the Welsh Harp to save time. Thousands tramped in from Golder's Green. And some brave fellows actually walked back the whole way to Town, finding it impossible to get a 'bus or Tube or tram. Yes ! We had better use the Croydon aerodrome next time.
The Absentees.
The only absentees from the programme as printed were the airships R.34 and N.S.7. The former was actually, one believes, in dock, but it was intended that R.33 should come over instead.
In the event neither arrived. Their absence was probably due to sundry electrical storms in the South of England, which made it unduly risky to bring the ships far from home. One does not believe that their crews were afraid that the ships would be mistaken for the condemned kite-balloori and so stayed away for fear of being shot down in flames by Mr. Hazell.
• - rrffft
The Credf Dummy Hoax
/4\
July y, 1920
The Aeroplane
9
THE THREE NEW TYPES OF
SOPWITH
CIVIL AIRCRAFT-
THE SOPWITH "GNU"
STAND NO.
42
OLYMPIA.
s
THE
THE A NTELOPE
THE GNU
THE DOVE
embody the lessons of war experience.
There were 16,237 aeroplanes built to Sopwith design for the Allies, including Scouts, Fighters, Armoured Fighters, Reconnaissance Machines, Bombers, Seaplanes, Torpedo Planes, Ship Aeroplanes.
No other firm in the world has been responsible for so many standardised aircraft types. In Peace-time enter- prise the Sopwith Company will maintain its premier posi- tion as designer-constructors.
OPW1
[ AVIATION ^» ENGINEERING C9 LTP~
itrD
Registered Offices and Works :
KINGSTON-ON-THAMES
Telephone: Kingston 1988 (8 lines). Telegrams: "Sopwith, Kingston."
London Offices :
65, SOUTH MOLTON ST.
Telephone: Ma.yfalr 5803-4-5. ^ | Telegrams : " Efficonomy, Phone, London,"
Agents for Australasia: THE LARKIN-SOPWITH AVIATION CO. OF AUSTRALASIA, LTD., 18, QURNEP STREET, ST. KILDA. MELBOURNE; also ABERDEEN HOUSE, 94, KINO. STREET, MEL= BOURNE; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.
KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.
10
The Aeroplane
July 1920
Outside Help.
Apart from, the official events a number of "trade" ma- chines took up passengers for the benefit of the Fund. There was G-EATX, an O/400 Handley Page; there was G-EAPY, Mr. Cotton's big de Havilland, with the Napier engine, on which he crashed in Italy on his way to the Cape, through being told to land on a non-existent aerodrome; there was G-EAPI, a very smart Martinsyde two-seater, beautifully piloted by Mr. Raynham ; there was a Vickers-Vimy, painted aluminium, looking just like an Easter egg with wings, and bearing the letters 17X, which do not fit in with any identifi- cation scheme, and seemed to stamp her as one of the Chinese batch; and there was a comic Sopwith "Grasshopper," with an Anzani engine, without any number, and piloted most skil- fully by Mr. Jordan.
As the two last-mentioned were taking passengers for the R.A.F. Fund, presumably they will not be prosecuted for not carrying correct numbers. Incidentally it was a pity Mr. Jordan and Mr. Raynham had not each a small single-seater on which they could have put up exhibition nights against the others who did so. Their outstanding skill as pilots was lost as mere passenger chauffeurs.
Comic Relief.
Last and not least was the " Heath-Robinson " Avro, carry- ing apparently eight passengers, sitting in a string all along the fuselage right down to the tail. It had a wonderful system of cranks and levers on the left, working a huge pressure pump, which (apparently) resulted in clouds of smoke pouring out of a funnel just behind the centte section. And on the right it had a colossal brake-lever, which did wonderful things.
Fabric hung from it in shreds. Its struts consisted of a series of series of light-angled dog -legs. It was painted all colours, except for a black patch amidships, on which it advertised that passengers were' " carried for a pint." It flew like a rabbit and it landed like a dear little bird, hop-hbp-hop- hop. Somebody suggested that the Department of Civil Avia- tion should charge it the statutory 5s. landing fee- for each hop. Each twelfth landing was usually the best.
And when the show was all over it suddenly arose and flew as any self-respecting Avro should. Altogether it was a very joyous affair, and the pilot and passenger, two of the hardest-working aviators of the day, well earned all the laughs they got.
Encore.
Taking it all in all the R.A.F. Tournament was well ahead of expectations. It was so good, in fact, that it suggested all kinds of ways in which it can be made still better next year. Not that the flying can be any better, but rather that there can be more of it, on a bigger scale, and there might be some displays by the ground personnel of the Air Force, such as squadron transport on the move, and so forth, so that the British taxpayer may be more and more convinced /that he is getting value for his money from the R.A.F., if nowhere else.
Everybody was delighted that there were no accidents, and one can understand how relieved the Chief of the Air Staff must be that this first great venture by the young peace-time R.A.F. went off without a hitch. Again one congratulates all concerned in the organisation and performance, from Sir John Salmond, the Chairman of the Committee, to the juniorest air mechanic on their success. It was a great day, and one hopes to see many another as great or greater. — c. G. G.
IMPRESSIONS OF THE "PAGEANT.
An official ot the Grahame-White Co., Ltd., told one re- cently that the reason that aviation meetings were not now held at Hendon was because aviation did not really attract the public. When forced to abandon the Ford which conveyed one when still more than a mile distant, owing to the solid mass of cars, one felt very glad tha; aviation' did not really attract the public. One felt still gladder that the public were not attracted when one . was separated from the kind friend who owned the Fotd, -and one hopes he will accept thanks now as one was unable to tender them personally at the Pageant. As it was we were merely separated. If the public had been attracted we might have been killed in the crush.
The weather, on the whole, was kind There was just suffi- cent rain to justify the bringing of a "waterproof stick," and one was glad to see one of the many who cast ribald remarks at this weapon get thoroughly soaked.
The best performance in the whole show, one thought, was the formation work of the Bristol Fighters. One remembers how good one imagined oneself to be when keeping forma- tion in an F.E.2b, if one kept roughly within 50 yards of one's station. The Bristol Fighters appaiently kept station to a foot or so.
The next best turns were the upside-down flying on the Camel and the rudder work of the S.E-sb. Mr. Hawker seemed to have trouble with his engine. An innocent asked whether the reason of his having no bottom plane was to avoid having it damaged if he should desire to repeat his performance of going through railings.
Next time there is a Royal Air Force Pageant, one is going to dog the footsteps of the Weekly Despatch man, who evidently found the right tent; he saw, among othei things, "200 aeroplanes, 26 balloons, and two airships," besides a "Snippe."
The majority of pilots went far enough back before taking off to ensure a fair height being attained before passing over the crowds: an exception , was the pilot of a civil, or perhaps one might say an uncivil, Handley Page, who showed lack of judgment in this respect. One does not know who was the pilot, but it seems up to Handley Page, Ltd., to breathe a friendly word into his ear. One hoped to see the new Hand- ley Page machine during the afternoon, but it had not arrived by 18.00, so one did not W8 any longer.
The pilot of the Vickers-Vimy was particularly clever. He took off a long way back in the aerodrome and passed over the crowd some hundreds of feet up, thus giving, an excel- lent impression of the machine's climbing abilitv.
The Chief of the Air Staff once more showed his great gift for' organisation. The police were quite powerless after the show to cope with the tangle of cars at the exit and an ap- parently hopeless block ensued. ; Sir Hugh Trenchard there- upon assumed the role of policeman on point duty, issued a, few terse directions, and traffic forthwith moved on in a swift and businesslike manner.
Good side shows were provided by the hosing of an unruly
mob who endeavoured to use the Bessonneaux demountable hangars as a grandstand, and by the "Heath Robinson" Avro- with its row of heads down the fuselage, owing to which latter fact this machine was occasionally confused with the D.H.14.
There is quite a lot to be said, by way of excuse, for the person who mistook a iour-engined Handley Page for the aerodrome hotel, and was quite hurt when the pilot refused to serve him with tea in the lounge.
The N-S.7 and the R.34, probably afraid of being mistaken foi the condemned kite balloon, did not put in an appearance. The Weekly Dispatch man in describing the death of the
balloon, says : " flames burst from the dirigible."
Can it be that this was the N.S.7 or the R.34 aftei all?. Per- haps A.F. de M. will explain.
The proceedings were marred by the tragic death of Major Sandbags, who, during the war so often gave his life in para- chute tests and who probably has done more flying time in kite balloons overseas than anyone else. When the balloon was falling in flames, Major Sandbags was seen to be caught in the rigging and fell to the ground with a thud. Such was the callousness of the crowd, however, that very little sym- pathy was extended to the gallant majoi, who will doubtless go thrbugh the same performance next year.
When one saw the "Avro Comique" actually take the air one decided to acquire a new habit (as someone said) and went home. — G. D.
SOME NEW DECORATIONS.
The Star, in stating that Miss Sylvia Boyden would jump, from an aeroplane with a "Guardian Angel" parachute at the R.A.F. Pageant, said that her fiance, who had been awarded the R.F.C. and two bars and the R.A.C., for gallantry, would be present to watch her.
To be awarded the Royal Flying Corps and two bars (one presumably is the Trocadero long bar) is a very high honour, but to have the Royal Automobile Club thrust into one's hands, (which, one presumes, carries with it its own bar) is indeed the last word, and was possibly granted in pursuance of the patriotic policy — "Homes fit for Heroes to live in."— 1.. b.
A NOTE TO THE AIRCRAFT INDUSTRY.
Colonel Don Luis Jorge Garcia, the representative in Great Britain of Argentine Aviation, will be glad, to re- ceive from all firms concerned with the Aircraft Industry in this country copies of their catalogues and information concerning their prices.
Colonel Garcia is particularly interested iu the prices of machinery, material, tools, factory-equipment and all such other things as are necessary for establishing a complete Aircraft Factory in the Argentine Republic.
All documents and information of this nature should be addressed to Colonel Garcia, at Room 45, Hotel Regina,. 17, Southwell Gardens, London, S.W.7.
>
Jun 7, 1920
The Aeroplane
MARTIN SYD
EXPLORATION
TjL /artinsyde Seaplanes are now in actual IVlluse Exploring ^Mapping the hitherto little known regions of "N.W Canada.
Aerodrome BROOKLANDJS Telephone
" 171 BYFLZET
MARTIKSfDEj:1:^
WOKING ENGLAND.
Lender,, Office
carlton HOUjSE tlB.KEQETTT ST LONDON V/ 1.
12
i he Aeroplane
July 7, 1920
SIX MONTHS OF CIVIL AVIATION.
In foimet days, when placidity was commonly to be found in the proletariat, public departments showed no desire to advertise their efficiency or blazon abroad their defects. Each successive year formidable documents, sold with odd official cynicism by weight instead of by inherent value, appeared to delight " the nation of shopkeepers " with masses oi tidy ac- counts showing all that was spent or lost in the country's ser- \iCe throughout the previous year. Everybody was happy, the departments because they had closed another period of ex- penditure, the Member of Parliament because he had visible proof that somebody had been spending the country's money, and the man in the street because he could think in millions until the next day's Daily Mail appeared with its fcuilleton of passion or its " Progress of a Cinema Queen." It was a seemly world.
To-day the creation of new Ministries has become the chief industry of the country. Each has duties previously left piously alone or has annexed from one of the great working departments parts of their more creditable operations. Once cieated they must retain the affection of the public or exist in the fires of its bitter hatred. Either will ensure continued existence, the middle course of good work quietly done alone will make extinction certain. Hence annually or bi-annually the newer departments issue in the form of White Papers tales of the triumphs of the past months, the record of the growing days. Detail where detail attracts but does not inform, and sjeneralisation where vital truths must hide in obscurity, provide a v eii through which public curiosity cannot penetrate, even on those occasions when it can be deflected from Slough, poison, dead babies in portmanteaux, and Mary Pickford. " Propaganda " is joining in " blessedness" the words "Mesopotamia" and " co-ordination."
Other Types of Ministries.
'rhere are, however. Ministries whose very duty to the work for which they were formed is to keep the public informed as to their operations. The Air Ministry, created in wailike times with a warlike object, has to-day in its care the whole exist-
ence of British civil aviation. It cannot for obvious reasons support the new industry- the new profession— but it can guide the first steps of the infant and supply that encourage- ment and official assistance which is an essential to the success of aviation. Aviation not only concerns the individual and the corporation, it is an international affair in which each nation has its right to regulate and define. Hence government must take a vital part in its furtherance.
A Haef-yearey Report.
On July 1st the Air Ministry published a " Half- Yearly Report on the Progress of Civil Aviation (October ist, 1919- March 31st, 1920)" — the first in such a form. The original half-yearly report (up to Oct. 31st, 1919) was issued in two parts — a "Synopsis of Progress of Work in the Department of Civil Aviation " and a " Synopsis of the Progress of Civil Aviation in Foreign Countries." These two subjects are now combined in one report.
Part 1 is devoted to "General and British Empire." Foreign relations are summarised. The International Air Convention has now been signed by all the Allied and Associated Powers (the U.S.A. on May 31st last, with certain reservations).
The Air Navigation Bill now before Pailiament is described. It has been drafted to bring British air regulations into line with those defined in the International Convention and at the same time to modify defective clauses in the existing regula- tions.
Under its terms the number of prohibited areas has been reduced, and partial prohibition — a restriction of height of flight ovet such areas — has been substituted in many cases for complete prohibition.
All aircraft, commercial ot private, save military machines on duty [though mention of these is omitted] must now obtain Customs clearance before leaving this country.
Goods may now be dropped by parachute under stated conditions.
Aerial lighthouses and pilots' log books both receive atten- tion, though why they should be referred to in the same sentence remains unrevealed.
The London Terminal Aerodrome photographed by Mr. Joseph Edge fiom a Central Aircraft Company aeroplane. The white intersecting lines are paths cut in the long grass before the whole of the aerodrome had been mown. The white building in the corner of the aerodrome below the "R" of "Croydon" is the lighthouse. The buildings on the left are the C.A.T.O offices. Customs offices, hotel, I.A.L. offices, etc. One of the sheds with the level crossing over the road can be seen. The buildings in the right top corner are those at present occupied by the Aircraft Disposal Company, in which it is ultimately intended to establish all the offices of the L.T.A. The road and railway leading to Croydon can be
seen running along the top of the aerodrome.
[July 7, 1920
The Aeroplane
13
AERO SHOW
59
STAND
Iso.
COMFORT AND SAFETY AT 130 MILES PER HOUR in the " BRISTOL" PULLMAN EXPRESS.
The "BRISTOL" Pullman Triplane, which can travel at over 130 m.p.h., combines with high speed luxurious comfort for its passengers, reliability and absolute safety. With two only of its four engines in operation flying speed can be maintained. The roomy Pullman saloon, taste! ully decora edand electrically lighted snd heated, is seven feet in height and is fitted with comfortable fauteuils for the 14 passengers carried in addition to the pilot and engineer. The petrol tankage is sufficient to allow of a non-stop flight of 600 miles. For the conveyance of cargo any or all of the seats may be removed) and as much as 570 cubic feet of cargo can be transported.
Other interesting types of
may be inspected at our stand.
The BRISTOL AEROPLANE COMPANY LTD:
FILTON — BRISTOL.
Telegrams —
"Aviation, Bristol.'
Telephone—
3906 Bristol.
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
14
The Aeroplane
July 7, 192a
All save experimental aircraft must now possess certificates of airworthiness.
A Sub-committee of the Advisory Committee for Aeronautics have made recommendations as to the load factors to be used in the design of civil aircraft, and "agreement" has been reached on the tests to be undergone by engines for use in civil aircraft. This Report on Load Factors and the Schedule of Engine Tests should, it is thought, prove useful in the obtaining of international agreement in these matters.
In medical matters the procedure as to attendance in the case of medical examination of pilots is being simplified. Special tests to estimate flying stress and air fatigue are yielding satisfactory information.
Ground Organisation. — The State is providing key aero- dromes and a wireless system for the distribution of meteoro- logical and other information, and is assisting navigation in many ways.
At Croydon and Lympne the two Government aerodromes for civil aviation there are civilian staffs under the orders of the Controller-General of Civil Aviation. These staffs are formed as follows : —
Croydon : 2 Civil Aviation Transport Officers, 1 cashier, Other personnel (wireless and meteorology included), 49. Lympne : 1 Civil Aviation. Transport Officer, 1 Stores Officer, 1 cashier, other personnel (wireless and meteorology included), 27.
Landing grounds in Great Britain to the number of 114 have been inspected and found suitable.
One private aerodrome — Cricklewood — has a . permanent Customs official attached for duty. This arrangement will become necessary in the future at other private aerodromes. Commercial Seaplane Stations.
At Felixstowe the Civil Aviation Department is taking over from the R.A.F one slipway, office accommodation, and a number of sheds and mooring buoys in order to accommodate oversea aerial traffic.
As aerodromes are often so far from towns they serve, ar- rangements are being made where suitable rivers are available for seaplane alighting areas. A scheme has been drawn up for the utilisation by seaplanes of certain stretches of the Thames in the London area, and is being discussed by the authorities concerned.
In regard to navigation, arrangements are being made for the marking of town names on important aerial routes. In regard to night flying, which is essential if civil aviation is to derive full benefit from the superior speed of aircraft, ex-
THE OPENING OF THE OLYMPIA AERO SHOW.
It is announced that the Marquess of Londonderry, Under Secretary of State fori Air, will open the Aero Exhibition at Olympia on July 9th. ,
RECIPROCITY.
The Curtiss Aeroplane and Motor Corporation, which represents three-fourths of the entire American aircraft in- dustry, have announced that, as the result of the failure of Congress to protect the aeroplane market against the invasion of British aircraft, their factories will clpse down as far as aircraft manufacture is concerned and that they will turn their attention to the construction of more useful (from the point of view of remuneration) commodities of life.
Of the many reasons given for this policy, none strikes one as businesslike or possessing particular intelligence or foresight.
In a long authorised statement by the vice-president of the Corporation and Chairman of the Finance Committee it is stated that a Syndicate which has bought the entire stock of aircraft and accessories from the British Government has the intention of exporting that stock to the States and dumping them there. Again, in a subsequent paragraph, it is said that it is not believed that many of these dumped machines will be sold in the United States or that any profit worth while will be made in handling them. Then why, in the name of all that is good, should the Curtiss Corporation worry about them ?
Are not all the British manufacturers up against the same Syndicate, who are selling war-worn specimens of their own aircraft? Nevertheless, there are still some British firms who are remaining in the market, as can be seen in a recent leader in this paper ; and not a few of these firms are doing- well, being supplied with orders from both British and foreign Governments.
It seems, from this "Fox and Grape" policy, that an American will not deal in less than millions, and that unless he can get a monopoly of the whole market in any particular industry he will not do anything at all.
The Curtiss Co.'s claims that they developed the aeroplane that became the standard training machine of the British
periments have been carried out at Andover on aerial light- houses, flares and landing lights. Meanwhile an aerial light- house, has been installed at Croydon aerodrome, which is also being equipped with night landing gear.
Many text books, maps and charts have been prepared,, one of these, an "Aerodrome Book," forming a guide to all aerodromes and landing grounds in the British Isles.
Information has been collected to aid intending aerial travel- lers on the following routes :— England-India, England-Cape Town, Holland-Java, etc. '
Wireless Equipment.
Iu regard to wireless, vitally important in aerial navigation, the Air Ministry station has been improved. A network of wireless for the assistance of meteorology and aviation is being organised throughout the kingdom. In connection with this scheme W/T stations are being erected on the civil aerodromes at Croydon, Castle Bromwich, Didsbury and Ren- frew. There is improvement on routes between this country, France and Belgium.
As to radio telephony, five stations exist in England, and arrangements are being made with France for stations in connection with the London-Paris air route.
Wireless direction-finding, equipment has been installed at Croydon and is being erected in Paris and Brussels.
An endeavour is~ being made to formulate a British draft "International Radio Convention," under which, among other things, a definite world-wide scheme of wave lengths is proposed.
The surplus R.A.F. war wireless or land yline equipment is being restored to public use.
Imperial Air Routes. — The financial responsibility for the reconnaissance of the Cairo-Capetown route has been borne by the Department of Civil Aviation. Arrangements are being made for the maintenance of the route by the various Colonial Governments.
"On the Cairo-Karachi route the wireless and land line systems have been improved. Cairo and Bushire have been connected by W/T with intermediate stations at Ramleh, Baghdad and Basrah," and the equipment in a similar man- ner of Karachi, Bandar Abbas and Chahbar is being under- taken.
An aerodrome site has been selected at Malta. ' This place will ultimately form a link between England and Egypt.
Meteorology. — The absorption of the Meteorological Office by the Air Ministry and its recent progress are described in detal1- (To be concluded.)
forces, and also the large twin-motored flying-boats that patrolled the English Channel during the submarine cam- paign, are merely boasts that they hope will be added to their epitaph by some of the more pungent American news-sheets in their harmless tirade on the misdeeds of the Aircraft Dis- posal Co., Ltd.
If a firm of the standing of the Curtiss Co. has not sufficient backbone to endeavour to retain the excellent reputation they have already gained with tbeir aircraft, then they can hardly be considered worth their place in the list of the world's air- craft constructors. It seems merely a matter of lack of initia- tive, and that unless they can sit in their deep-cushioned arm- chairs and make their customers sit up on their hind-legs and beg, they will cast the aeroplane business to the four winds and set up a chewing-gum business
The assumption is that what , the Curtiss Co. fears most is that the few British machines that are sold in the States will establish such a reputation for themselves; as some have already done, that in a few years the American manufacturer will not be able to compete with the British manufacturer from the point of view of design and workmanship.'
The plant of the Curtiss Co. at Garden City, N.Y., will continue to operate in supplying spares and replacements for the large number of Curtiss machines at present in use in various parts of the American continent.
Personally one cannot see that the American aircraft in- dustry has any reason to squeal. When one remembers the hundreds of millions of dollars' worth of boots, bicycles,, automobiles, typewriters, clocks, and such-like junk that the States have dumped onto us, thanks to our Free Trade policy, it seems merely fair reciprocity that we should do a little dumping in return. — L. b.
THE TOUR OF MAJOR GRAN.
Major Trygve Gran and Lieut. Carter left Christiania on June 28th and arrived at Stockholm early the following morn- ing after a flight of 3 hours and 25 minutes. The distance is some three hundred and fifty miles ovei rough country. On J"!y 2nd Major Gran and Mr. Carter left Stockholm for Christiania, but were forced to land at Oereboro, in Sweden. The machine caught fire on landing and was destroyed. Mr- Carter was severely injured, but Major Gran was unhurt.
July 7, 1920
The Aeroplane
15
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Ine Aeroplane July 7, i9zo
AN OFFICIAL VIEW OF GERMAN AVIATION.
The following statement is extracted from a "Report on Industrial and Commercial Conditions in Germany at the close of the year igic," issued by the Overseas Department of the Board oi Trade in which it is Section 6 : — AVIATION. •
1. The German Government and German industry have realised that commercial aviation is in too early a stage to be nationalised and they have decided to leave its develop- ment to private enterprise, possibly aided by Government subsidies. The general view seems to be that aviation can only be made to pay in course of time if it is run on abso- lutely international lines, and for this reason the Government will probably take over aerodromes in suitable localities and go to considerable trouble and expense in providing them with up-to-date equipment so as to attract trans-Continental aerial traffic. Germany favours the plan of the erection of a large aviation station and harbour on the Zuider See as a junction for North European aerial traffic, in the construc- tion of which it hopes its specialised industries will be able to participate.
2. Since Oct. 1st, 1919, a special Department has been formed in the Ministry of Transport (Reichverkehrsminis- terium) for dealing with questions of aviation and motoring (Reichsamt fiir Luft- und Kraftfahrwesen). This Department will have the duty of organising the official automobile and aviation services and drawing up the rules and regulations for civilian motoring and flying.
3. An attempt is being made to consolidate German com- mercial aviation and to assure the adoption of a uniform policy by the creation of a "Union of Aerodromes and Aerial Transport Concerns." The movement was originated by Major von Tschudi, who took a prominent part in aviation staff work during the war, and aims at uniting in one body towns and concerns which own aerodromes, aerial transport companies and aircraft constructors. The statutes are being worked out by a committee chosen at the inaugural meeting.
4. The actual flying done since the Armistice has naturally been small as fuel could only be obtained with the greatest difficulty; apart from a few lines for aerial post which at- tempted to maintain a regular service, flights were only undertaken to order.
The most consistent performance was put up by the small airship "Bodensee," built on the Zeppelin principle and owned by the "Deutsche Luftreederei," which is the aviation department of the Hamburg-Amerika line. The airship car- ried out just over 100 flights between Aug. 25th and Dec. 2nd, nearly all on the route Berlin-Friedrichshafen. During this period it covered 50,000 km. and carried 2,322 passengers and 28,845 kg. of luggage. It is being reconstructed and enlarged during December and January and is to commence flying again in February, 1920.
The same company also maintained an aerial postal service during the first half of the year, but it had to be abandoned on Aug. 1st owing to the impossibility of procuring petrol.
THE "PIONEERS OF AVIATION" DINNER.
H.R.H. the Duke of York, K.G., has signified his intention of being present at the dinner which is being given to the "Pioneers of Aviation" by our contemporary, Aeronautics, at the Connaught Rooms on July 12th next.
A PROTEST.
It is stated that the Royal Aero Club has received a protest from the Aero Club de France in regard to the landing of a British aeroplane on the race course at Longchamps shortly before the Grand Frix was run.
A MATTER OF FACT.
Mr. D. J. Mooney, of the Steel Wing Company, is of the opinion that a wrong impression might be conveyed by the paragraph concerning his firm which appeared in the leading article of The Aeroplane last week, and writes as follows : — Sir, — My attention has been called to a paragraph on page 1246 of issue dated June 50th, 1920, regarding the Steel Wing Company, of which I am chairman.
I would like to say that I have no complaint to make against the Technical Department as a whole, and to add that up to a certain date — viz., the beginning of 1918 — both my firm and myself received very considerable en- couragement and assistance from certain distinguished officers connected with that Department.
(Signed) D. J. Mooney. Personally, one is quite well aware of these facts, and one submits that nothing in the paragraph in question is at all at variance with Mr. Mooney's statement. One merely indi- cated that the Steel Wing Company, in common with certain other people who were working on steel construction, were obstructed by people in the Technical Department. Not onlv was such obstruction outside the knowledge of the distill-
The service began on Feb. 5th, 1919, on the line Berlin- Weimar, and was gradually extended to Leipzig, Hamburg, Brunswick, Hanover, Gelseiikirchen, Warneniunde, Swine- munde and Westerland on the island of Sylt. During the six months 1,430 out of 1,532 flights (93.3 per cent.) were accomplished successfully, 4.7 per cent, had to be interrupted tor technical or meteorological reasons, and only 2 per cent, bad to abandoned owing to the weather, 556,155 km. were flown; 1,574 passengers were carried, and 57,001 kg. of news- papers, 20,963 kg. of letters, and 5,098 kg. of parcels transported. v
During the partial stoppage of railway traffic in November a temporary revival of the service took place on the lines Berlin-Leipzig and Berliu-Breslau ; the Rumpler Works also employed thirty machines in ' passenger traffic during this period, chiefly on the lines Berlin-Leipzig and Berlin- Augsburg-Munich.
Aerial services were also planned between Munich-Nurem- burg - Leipzig, Munich - Wurzburg - Frankf ort-on-Main, and Munich- Vienna (by the Bavarian Air Lloyd) and Berlin- Copenhagen and Berlin-Dresden-Prague (by a Saxon Com- pany), but if they ever materialised at all it was only for a short time. In January, 1920, the aerial post was resumed qn a limited scale and the Deutsche Luftreederei is running a service of hydroplanes from Sassnitz to Warnemunde as a link in the journey between Hamburg and Sweden.
5. Aircraft construction has of necessity been confined to a minimum, partly on account of the shortage of all necessary materials, partly owing to the general impoverished state of the country, and partly to the uncertainty as to the interpre- tation of the terms of the Peace Treaty. Little has been done beyond the building of new types for experimental purposes and of a second Zeppelin like the "Bodensee."
In September the Automobil u. Aviatik A.G. at Leipzig had completed a large machine with a span of 43.5 m., length of 22.5 m., and a height of 6.5 m. It has four Benz motors, two of 250 h.p. and two of 500 h.p., and can carry 18 pas- sengers with luggage in addition to a crew of 6, and fuel for 8 — 10 hours, at an average speed of 125 km. per hour.
The Junkers Company in Dessau have brought out an inter- esting type of monoplane made almost exclusively of metal and without any wiring or struts. It has a radius of three to six hours, with six and four passengers respectively, at an average speed of 170 km. per hour. The span is 14.82 m., length 9.50 m., height 3.1 m. The motor is a 160 h.p. Mercedes.
The Fokker Works have produced a somewhat suiiilar type, and Siemens-Schuckert have designed a commercial aeroplane for which much the same details are given. Benz are said to have worked out the plans for a very large and powerful machine with an exceptionally wide radius of action.
It is to be expected that the Germans will come forward with a series of new and varied designs when they are in a position to resume aircraft construction to any extent.
guished officers who were from time to time, in charge of the Technical Department, but it was distinctly contrary to the spirit in which they endeavoured to conduct the Department. At almost every period of the war the chief of the Technical Department has been an excellent man, but, owing to the immense number of subordinates, and the curious class from which they were diawn, there has undoubtedly been a con- siderable amount of what is vulgarly known as " dirty work " done by subordinate officials. And it is to such subordinate officials that one has referred at numerous times and in numerous articles in The Aeropi.anf.
AN AVOWAL OF FAITH.
Nay lor Bros. (London), Ltd.. Slough, write : — " In our laboratories our manufactures are constantly undergoing tests for maintenance of quality, and research work is always in progress to find out how we may obtain the best results from the materials at present available. We are still supplying all kinds of aircraft finishes to order, and are receiving inquiries from numerous Continental and foreign firms, both new and old. We would bring to your notice that we have taken advantage of the. cessation of war-time production to remove our works from the somewhat confined space at our disposal at Southall to a 35-acre site at Slough, where we are engaged in developing one of the largest varnish and paint factories in the world. We mention these points to show that we are by no means dead, but that, whilst our production of aircraft finishes has, of course, fallen off considerably, we are selling a larger output than ever of all varieties of other finishes, and can at any time undertake aero work. Aerial photographs of our works in their early stage of development will he on view at the Airco stand at Olympia, and, as a matter of interest, the Air Ministry has recently chosen our site for the official marking of the town of Slough."
July 7, 1920
The Aeroplane
17
fll^ or, Record
-If C-*^ C. G. " ^Aeroplane."
LONDON to TURIN
650 miles, % hours, 20 gals, petrol.
This wonderful performance was done on the
AVRO BABY.
The machine which won the
EFFICIENCY PRIZE
at the Aerial Derby, 19 19.
A. V. ROE & CO., LIMITED,
London Office : J 66, Piccadilly, W.l. - —
Telephone: Regent 1900. Telegrams: "Senalpirt, Phone."
AVRO WORKS, NEWTON HEATH, MANCHESTER.
Telephone : City 8530. Telegrams: "Triplane," Manchester.
Experimental Works: Hamble,
Southampton.
Telephone : Hamble 18. Telegrams: "Roe," Hamble.
We are exliibiting this machine at Stand 63.
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
The Aeroplane
July 7, 1920
[The Personal Notices will be found on page 74.]
FROM THE COURT CIRCULAR.
Buckingham Palace, July 3rd. H.R.H. the Prince Henry, attended by Capt. the Hon. James Stuart, was present at the Royal Air Force Aerial Pageant at Hendon Aero- drome in aid of the R.A.F. Memorial Fund.
R.A.F. APPOINTMENTS. (FROM "THE LONDON GAZETTE.")
Atr Ministry, June 29th.
R.A.F. — Permanent Commissions.— Flying Officer J. R. M. Simpson (A.) resigns his permanent commn., June 30th.
Short Service Commissions.— Flying Officer B. C. Akehurst (T.) relinquishes his short service commn. on account of ill-health, and is permitted to retain his rank, June 26th.
Flying Branch. — Flight Lt. H. S. Lees-Smith relinquishes grading for pay and allowances as Sqdn. Ldr. on ceasing to be enipld. as Sqdn. I,dr., Aug. 27th, 1919.
Flying Officer W. J. Butler, A.F C, relinquishes acting rank of Flight Lt. on ceasing to be empld. a= Flight Lt., April 20th.
Pilot Officer (Q.) to be Observer Officer.— C. D. Ball, M.M., April 22nd.
Technical BRANCH.— Flying Officer L- R. Peirce is restored to the active list, April 26th.
Chaplains' Branch. — The following are granted a short service com- mission: —Rev. C. W. Hall, May 29th; Rev„ G. I,. Robinson, D.S.O., June 1st.
Air Ministry-, July 2nd. R.A.F. — Permanent Commissions. — The following officers are granted permanent commns. in the ranks stated, with effect from Aug. 1st,
1919 ;—
Flight Lts. :-F. H. Williams (T.), W. H. Ellison (T.).
The notification in "Gazette" of Jan. 16th is cancelled, and that in "Gazette" of Oct. 28th, 1919, appointing Flying Officer S. M. Kinkead, D.S.C., D.F.C (A.), to a permanent commn., stands.
The notification in "Gazette" of Oct. 28th, 1919, appointing Flight Lt. N. B. Fuller, M.B.E- (A.), to a permanent commn , is cancelled.
The initials of Capt. J. E. B. B. MacLtan, D.S.C. (S.), are as now described, and not as stated m "Gazette" of Aug. 1st, 1919.
The name of Flight Lt. Joseph Laurence Kevin Pearce, O.B.E. (T ), is as now described, and not as stated in "Gazette" of Oct. 28th, 1919. ■ Flight Lt. J. A. Glen, D.S.C. (A.), is seconded for duty with Canadian Air Board for three years, July 15th.
Short Service Commissions— The following officers are granted short service commns. in the ranks stated. Except where otherwise stated they will retain tbeir seny. in the substantive rank last held by them prior to the grant of the short service commn. : —
Flight Lt.— C. Court-Treatt (Ad.), July 2nd.
Flving Officers. — E. Burton -A.), Judc 30th; H. C. Calvey (A.),- June' iSth; D. M. Fleming (.A), June 14th; H. A. V. Hill (A.), July 2nd; J G. Home (A.), June 5th; J. W. Jones (A.), June 18th; S. D. Mac- donald (A.), July 2nd; M. Pennycook (A.), June 15th; S. Smith, D.C.M. (A.), June 7th; R. B. Sutherland, D.F.C. (A.), July 2nd; F. Woollev, D.F.C. (A.), June 15th.
Flying Officer (from Pilot Officer).— F. F. Tattam (A.), with effect from June> 26th and with seny. of that date.
Observer Officer (from Pilot Officer).— W. W. Bradford, with effect from June 28th and with seny. of that date
Flight Lt. F. R. Williams (T.) relinquishes his short service commn. on account of ill-health contracted in the Service, and is granted rank of Sqdn. Ldr., June 17th.
Flight Lt. A D. Spiers (T.) resigns his short service commn. and is granted the rank of Sqdn. Ldr., June 9th.
The notification in "Gazette," May 18th, appointing Flying Officer F, C. Daniel (A.) to a short service commission is cancelled.
The notification in "Gazette," Jan. 30th, appointing Flying Officer M. H. Tisdall (A. and S.) to a short service commn. is cancelled.
The rank of Flying Officer J. T. A Lochner (A.) is as now described, and not as stated in "Gazette," May 4th
The date of appt. to a short service commn. of Flving Officer A. J. Macqueen (A.) is April 26th, not May 4th, as stated in "Gazette" of the latter date.
Flying Branch. — <Sqdn. Ldr. F. E. Saudford, A.F.C. (A. and. S.), is rtstd. to the Active List, June 22nd.
Wing Cpmdr H M Meyler, D.S.O., M.C. (Capt., Bord. R.) , having retired from the Army and relinquished his R.A.F. commn., is per- mitted to retain rank of Lt.-Col.
Pilot Officer E. Dionne is dismissed the Service by sentence of General Court-Martial, May 18th.
NAVAL.
Admiralty Appointments. The following appointments have been made : — July 2nd. — Lieut. — A. G. Cunard, to Furious, June 30th. July 3rd.— Surgn. Lt. — A. McCallum, M B., to Argus, July 2nd. July 5th. — Lieut. — R. H. P. Laugharne, to Furious.
Movements of Ships.
On July 2nd H.M.S. Argus left Invergordon for exercises at Scapa 3nd arrived later.
In Russian Waters.
The Admiralty state that the name of H.M.S. Pegasus, aircraft-carrier, should be added to the list of ships present at the evacuation of Novorossisk on March 26th and 27th last.
AIR FORCE. The Surrender of L71.
On Jul? 1st, the L.71, the largest of Zeppelins, arrived at Pulham from Germany on its surrender to Great Britain under the terms of the Peace Treaty.
On the voyage from Germany the ship was navigated by . a German crew of one officer and twenty-one men under Cap- tain Heine, who attained fame during the war' as a commander of raiding airships. Three British officers also crossed in the ship.
The L.71 left Alhorn at 1700 o'clock on June 30th, against a 20-mile an hour headwind. No wireless message was sent from Alhorn before the vessel's departure and as parts of the wire- less set on L-7i had been stolen while the ship was still in Germany, it was impossible to make any direct communica- tion with Pulham. Captain Heine, who knew early on the voyage of the defective telegraphic apparatus, said that he would continue the journey "wireless or no wireless!"
In consequence the arrival of the ship at Pulham — at 06.00 on July 1st— was entirely unexpected by the personnel at that station, who were still in pyjamas or whatever habit they may affect for the passage of the night. As no sufficient landing party was available the L.71 had to cruise over Norwich and the surrounding district for several hours. From 09.00 until 09.45 o'clock the vessel was over Norwich to the annoy- ance of the late sleepers, but to the pleasure of those who, survivors of the home front in the late hostilities, could tell their children of that which the Zeppelins did in the great war.
On its return to Pulham about midday a landing party was available and Captain Heine, with customary skill, brought the L.71 to the ground, without assistance, directly in line with the shed, built for R.34, in which' it was to be housed. No handling lines were dropped.' and when the ship was at ground level the landing party, holding the rails, walked her into the shed.
One cannot refrain from admiration of the skill of the Ger- man .crew, which, according to those qualified to judge, was of high quality, nor. from a feeling of sympathy with a de- feated foe compelled by the necessities of war to part with one of - their proudest possessions. Let those' who wish distribute blame for the original outbreak of war and for the manner in which it was waged, but those who serve and have served their King can at least give the honours of war to officers and men who served with ^qual loyalty their own War Lord, the Fmperor.
The Fires at Cranwell.
Another fire, making the fourth, occurred at Cranwell Aero- drome, Lines., on July 2nd. The damage is estimated to be about ^2,000. A large shed containing several aeroplanes was observed to be on fire at 21.30. The camp fire brigade soon had the outbreak in hand and the majority of the machines were removed to safety.
A court of inquiry was held on the following day, but arrived at no conclusion as to the cause of the fire.
The Invention of Bombing Sights.
The claim by Major H. E. Wimperis, R.A.F., in regard to an invention of bombing sights for aeroplanes was concluded before the Inventions Commission on July 5th. Mr. R. Morris, for the Crown, contended that although the invention was clever and of great assistance to the Air Force, it would be establishing a dangerous precedent if officers who, while en- gaged in experimental work, happen to make an invention, were granted a special award. The Commission will promul- gate their decision in due course.
7 he Late Colonel Pollock's Will.
Lieut. -Colonel Charles Frederick Pollock, R.A.F., of Ver- non House, Bloomsbury Square, W.C., and the Isthmian Club, Piccadilly, W., left property to the value of ^32,885 19s. 9d. Col. Pollock died on July 17th, 1919.
The Services Lawn Tennis Tournaments.
The iraw was made on July 2 for the Services Lawn Tennis Tournaments, which will be held at Queen's Club this week. On the first four days the Royal Navy, the Army, and the Royal Air Force will play separate competilions, and on the Friday and Saturda}' there will be Inter-Services matches.
There will be seven events in the separate Service competi- tions, which have all attracted good entries.
July 7, 1920
The Aeroplane
19
AUTOMATIC AERONAUTICAL
LIGHTHOUSE
APPARATUS.
STAND No. 68.
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UNATTENDED
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f he Aeroplane
July 7, 192a
Among these are Singles Championship of the Royal Air Force, and Doubles Championship of the Royal Air Force.
Wing Commander the Duke of York has entered for the Royal Air Force Singles, and will be partnered in the Doubles by Wing Commander Greit;.
Reunion Dinner, Isle of Grain.
It is regretted that certain officers who were eligible and many others who would have been very welcome were not invited to the first reunion dinner last November. This was due partly to pressure of work and partly to lack of suffi- ciently accurate lists.
The secretary wishes humbly to apologise to all those who were not asked and requests that they will communicate with him as soon as possible stating an address that will always find them. He also wishes to extend the membership not only to all officers connected with Grain, whether they were actually stationed there or not, but also to those who were connected with the station in a civilian capacity, and hopes that they too will communicate with him. The next dinner will be held during the coming Motor Show, probably in !N ovember.
The secretary is L. A. T. Pritchard, Foxhill Flouse, Sutton Coldfield, Warwickshire. .,
iTALY.
The Italian correspondent of The Aeroplane writes : — Relief Work.
Various journalists writing from Albania report the activity of Ital ian aircraft in the deplorable events which are occurring there. In one report Capronis sent to the relief of the out- posts were met with urgent signalling for food. On returning with supplies thereof the}' found it was too late! — T. s. n.
THE OBJECTS OF THE ROYAL AERONAUTICAL SOCIETY.
The following communication has been received through the Air Ministry, the envelope in which it was enclosed being franked by the Department. Though one appreciates the high position held by the Royal Aeronautical Society and its importance in the furtherance of aeronautics, one cannot but feel that the action of the Air Ministry in distributing the communiques and advertisements of the Society is dis- tinctly improper and is not in accordance with the principles which have actuated Departmental action for many centuries, if the Royal Aeronautical Society is to receive such favour should not the same courtesy be extended to the Royal Aero Club, which is senior to the R.Ae.S. as a Royal Society, and to the Institute of Aeronautical Engineers, which has im- portant functions to discharge in the sphere of technical aero- nautics ? It is to be hoped that the Air Ministry will refrain from such methods or if it desires to descend from its official pedestal will at least be impartial.
ROYAL AERONAUTICAL SOCIETY. (Founded 1866.) Patrons : H.R.H. the Prince of Wales, K.G. ; H.R.FI. Wing Commander the Duke of York, R.A.F.
President : The Right. Hon. the Lord Weir of Eastwood. Chairman : Brigadier-General R. K. Bagnall Wild, C.M.G., C.B.E- Vice-Chairman : Major-General Sir R. M. Ruck, K.B.E., C.B., C.M.G.
COUNCIL. —
A. E. Berriman. F. H. Bramwell. Air Commodore H. R. M. Brooke-Popham, C.B., C.M.G. , D.S.O. (Chairman elect). Lieut. -Colonel A. H. Burgoyne, M.P. Wing Commander Cave- Browne-Cave, C.B.E. Sir Mackenzie D. Chalmers. K.C.B., C.S.I. Sir Robert Hadfield, F.R.S. Prof. B. Melvill Jones. Major A. R. Low, D.Sc. A. Ogilvie, C.B.E. Lieut.-Col. M. O'Gorman, C.B. F. Handlev Page, C.B.E. A. J. Sutton Pippard. A. V. Roe, O.B.E-' Lieut.-Colonel H. T. Tizard, A.F.C. G. Holt Thomas. Brigadier-General J. G. Weir, C.M.G. Major H. E. Wimperis, O.B.E.
Honorary Treasurer : Mr. A. E. Turner. Secretary : Lieut.- Colonel W'. Lockwood Marsh (late R.A.F.) . Offices': 7, Albe- marle Street, London, W.i. Aims.—
The Society exists for the furtherance of the Science of Aeronautics, and its activities fall into the following head- ings : — (1) Protecting the interests of the aeronautical pro- fession by conferring a technical status on those qualified for such distinction. It acts as the professional society or institution of qualified aeronautical engineers. (2) Organising discussions and publishing papers on subjects of importance in connection with the various branches of _ aeronautical science. (3) Encouraging and assisting technical students who desire to adopt the aeronautical profession for their careers. (4) Providing an organisation wherein those in- terested in aeronautics from scientific or other motives, but who are not professionally connected with aviation, may meet together, have opportunities of study and keep themselves in touch with aeronautical affairs.
RUSSIA.
Aircraft Construction during the War.
Before the war Russia only possessed four aircraft factories r three in St. Petersburg and one in Moscow. In addition, two factories were engaged in making aero engines. These six factories employed roughly 2,000 men.
In 1915 two new lactones came into being, and in 1916 and 191 7 two further ones were formed. There were also many small concerns which during the war were engaged in constructing aircraft in small quantities. In 1914, 329 aeroplanes had been constructed; in 1917 this number was raised to 963.
SWEDEN.
The Italian correspondent of The Aeroplane writes : — A Visit.
The three "Savoia 13" flying-boats which were mentioned in The Aeroplane of June 16th, arrived in Sweden on the 20th, having done the 3,500 km. from Sesto Calende to Stock- holm in four stages without incident. The central European route was followed as usual. — t. S. h.
TURKEY.
The Turkish Affair.
It is reported that Kemal Pasha's forces have been, supplied with several aeroplanes by the Bolsheviks.
Another account states that these machines have been sent to Kemal Pasha from Germany via Russia. The number is stated to be fifteen, and the pilots to be Germans in Turkish pay.
Membership. —
The membership is divided into two categories : —
(a) Technical — (1) Students : Reserved for those under the age of 26 who are receiving a technical training such as will fit them in due course to become Associate Fellows. No entrance fee. Subscription : 1 guinea.
(2) Associate Fellows : Reserved for those who have attained to an acknowledged position in the science of aeronautics. Entitled to use the letters A.F.Ae.S. after their names. Entrance fee : 3 guineas ; Subscription : 4 guineas.
(3) Fellows : Reserved for those who have attained lo considerable eminence in the science of aeronautics, or who are likely to be of service to the science of aeronautics by reason of their personal distinction and public eminence. Entitled to use the letters F.Ae.S. after their names. Entrance fee : 5 guineas; Subscrip- tion : 6 guineas.
(b) Non-technical (open to all). — Members : All who desire to support the Society are eligible. Entrance fee : 1 guinea , Subscription : 4 guineas.
Associate Members : Ditto. No entrance fee; Subscript (ion : 2 guineas. Privileges.—
Members in any of the above grades are entitled to attend the Society's lectures, receive the monthly Journal free of charge and consult books in the Society's library. All grades except Associate Members are entitled to borrow books from the library. Students and Associate Members are not- entitled to vote.
Publications. — * '
The Aeronautical Journal, which is published monthly, con- tains notices of the Society's activities, full reports of all lec- tures (and discussions thereon), original scientific papers, re- views of aeronautical books, etc. ■ Original papers of a fundamental character in the science and technology of aeronautics are published from time to time as "Transactions of the Royal Aeronautical Society." Library. —
The library, which is housed at the Society's offices, 7, Albe- marle Street, W.i, contains a valuable collection of exceedingly rare historical books as well as constituting a good reference library of modern aeronautical literature. It is open for the use of all members from 9.30 a.m. to 5 p.m. on- weekdays (9.30 a.m. to 12 on Saturday), and on the table are to be found the leading aeronautical and engineering papers of every country in the world. Lectures. —
During the winter months meetings are held 011 the first and third Wednesdays in each month at which papers are read, followed by discussions, on a wide range of subjects covering the whole field of aircraft design and operations. They are- held at 5.30 p.m. Members are admitted without tickets and may obtain tickets for their friends on application to the Secretary.
Educational Lectures are also arranged in various centres-
throughout the country from time to time.
July 7, 1920
The Aeroplane
BRISTOL FIGHTER
TYPE F2
Speed and Climb of a Single Seater and manoeuvrability of a sensitive Scout
ENGINE
Siddeley Puma 240 h.p.
The Aircraft Disposal Company Ltd.
(Managing Agents : HANDLEY PAGE LTD.)
Regent House KINGS WAY London
Telegrams: " AIRDISCO WESTCENT " Telephone : Regent 5621 (3 lines)
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
20
The
Aeroplane
July 7, 1920
THE SOCIETY OF BRITISH AIRCRAFT CONSTRUCTORS, LIMITED
Patrons.
H.M. THE KING.
H.R.H. PRINCE
ALBERT, THE DUKE OF YORK.
SIXTH INTERNATIONAL
AERO
Fice-Patrons.
The Air Council.
The Secretary and Under Secretary of State for Air.
Royal Aeronautical Society.
Royal Aero Club.
EXHIBITION
Held under the Joint Management of the Society of British Aircraft Con- structors, Lt</., cff the Society of Motor Manufacturers & Traders, Ltd.
Luxurious Pullman Passenger and Commercial Aircraft. Latest developments in Aero Engines, Wireless Wonders, Propellers, Models, Accessories, Components, &c.
PICTURE GALLERY, CINEMA, & LECTURES.
AIR MINISTRY EXHIBIT, comprising Air Routes, : : Safety Devices, Research and Progress, &c. : :
HISTORICAL EXHIBIT OF BRITISH WAR :: :: :: AEROPLANES. :: :: ::
OL YMPI A
JULY 9th to 20th
ADMISSION (Including Tax): 2s. 6d. before 6 p.m. (excepting Saturday, July 17th); is. 3d. after 6 p.m.; is. 3d. Saturday, July 17th, ALL DAY.
OPEN FRIDAY, JULY 9th, 2 till 9 ; thereafter daily 10 till 9.
BAND OF H.M. ist LIFE GUARDS. J. LYONS & CO., Ltd., Caterers by Appointment.
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Supplement to The Aeroplane, July yth, 1920
INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER,
THE AEROPLANES AND ENGINES AT OLYMPIA.
With the approaching opening of the Aero Show on Friday next, it is becoming more and more possible to estimate the probable value and interest of the exhibits which will there appear.
In the aeroplane and engine sections the number of ex- hibitors will be relatively small, but it seems certain that the standard of these exhibits will be extremely high.
Machines or engines presenting startling and untried features will not appear, except perhaps in the form of models on those stands, devoted to uses of inventors, and arranged and controlled by the Royal Aero Club.
Novelties there will be, but novelties which emanate from the brains of experienced designers, who have bent their talents to meet the exigencies of the new phase whereon aviation has but just entered, and these, if less sensational than were some of the materialised brain- waves of bygone shows, are yet of a more serious import and more permanent interest, in that they form mile- stones in the steady progress of the aeroplane to its ulti- mate position as the rapid transport vehicle of the civil- ised world.
Some few novel war machines will be present, but the great majority of the aeroplanes are to be of the purely commercial type, and even the converted war type will scarcely be discovered.
Thus the British aeroplane constructor can be congratu- lated that in an exhibition held so shortly after the war, and in a period of an acute depression in his particular business, he has risen to the occasion and has shown, not samples of what wondrous things he has done in the past, but a really illuminating exposition of what he can offer for the present and a brilliant presage of what he will be be able to do for the future.
In the aero-engine exhibits the position is — not un- naturally— somewhat different.
The building of a new type of engine calls for very great expenditure on plant, special tools, jigs and fix- tures, and such -an expenditure is difficult to justify unless a reasonably certain market exists for that
engine when built. That market does not yet exist, and therefore, though there are to be new engines at Olympia, they are practically entirely designed under the impulse of war.
This perhaps is not so serious a matter as it may seem. Granted that the commerce of aviation calls for engines of different qualities to those demanded by war flying, yet at a pinch the war-time engine will serve the present and the immediate future.
And, as there are other industries than the aircraft one which call for the continuous development of the internal combustion engine, there need be little fear that, when a demand for commercial aeroplane engines in appreciable numbers does arise, there will be those who can and will cope with it.
Nevertheless, this state of affairs will impose yet an- other hindrance to the peace-time development of air traffic, and one cannot but regret that some of the great British engine-building firms have not taken more of their courage by both hands and invested some of their vast resources in the work of developing the aero-engine which is even now desirable, and which in the near future will be essential.
Such an investment would certainly bring in no return for some few years, but thereafter it should prove more valuable than all the Mesopotamian oilfields put together.
Noticeable features at the Show will be the very wide gap in size and power between certain of the small sporting types which will appear and some of the very large passenger-carriers. The presence of some few amphibians is noteworthy. More important from the purely technical aspect is the growing use of metal for structural purposes.
The very extensive use to which aluminium is now put by engine builders will be very obvious.
Hereafter there is to be found, arranged in alphabetical order, an account of all those who are to exhibit aero- planes or engines at that Show.
THE AUSTIN MOTOR CAR COMPANY, Northfields, Birmingham.
Before the recent disturbance of this happy realm by what During the war these originals were joined in their work
has been — perhaps not inaptly — described as a war, the makers of aircraft in this country were few, poor, generally accounted mad, and, upon the whole, happy in a curious way.
by numerous others; they became, temporarily at least, rich, were the object of adulation from many quarters, ineludinc; Carmelite House, and iu consequence extremely unhappy.
THE AUSTIN " WHIPPET."— One of the first of the small sporting type aeroplanes to be designed in Britain. It is here seen at the private aero= drome of the Austin Motor Car Co. at Northfields, Birmingham. As is de= tailed in ibe description herewith, the needs of the private owner pilot ha>'e been very carefully considered and met in the design of this excellent little machine. Mr. Kenworthy, the designer, and Mr. Nare-,, the Austin pilot, are seen' with the machine.
(supplement to thE aeroplane ) Aeronautical Engineering
JULY 7, 1Q2Q
Of the many who joined the pioneers few now remain. To the most of them it is obvious that riches are of more account than a joyful heart, and, although the heart of the aircraft manufacturers of to-day have not yet returned to their original state of innocent joy, yet there be signs that the burden of great riches is to pass from them for a while, and thus, immune from the fears which wealth begets, they will shortly reassume their older happy state. But there are some few of the later comers who have signified their in- tention to keep in the lean times of peace the interest in the development of aircraft which came to them in war. Obviously these cannot be impelled by motives of mere greed, and therefore one. must assume real interest in a problem worthy to be solved, and holding out hopes of an ultimate development which shall repay for the early and thankless tasks of pioneering.
Therefore the Aviation Department of the Austin Motor Car Co. may be hailed by the elder members of the Industry as a worthy brother committed to the same troublous times as are they.
In the Austin "Whippet" the firm have attacked one of the most difficult, and, according to some authorities, least promising, of the problems of aviation. As these latter pes- simists base their conclusions on arguments which indicate
that solo motorcycles can never be sold in quantity, one may fairly safely question their conclusions.
Whatever may prove to be the case there is no doubt that in the "Whippet" the designer has considered very carefully all the desirable attributes of the single-seater sporting type machine.
Small size and ease of stowage, combined with an adequate surface to ensure that the machine shall not be too lively for comfort, great strength, robustness of construction, sim- plicity of assembly and absence of any tendency to require continual readjustment, have all been secured.
The fact that the machine is of practically all-metal con- struction secures it from any tendency to warp out of truth under the variable climatic conditions which it may have to endure.
A small and reliable engine ensures low fuel costs and low maintenance charges, and yet a performance adequate for meeting all but the very worst of weathers and a manoeuvra- bility which renders "stunting" safe, are all combined.
Those who wish to demonstrate that their love of flying extends to beyond showing off in the company of their best girls might therefore do much worse than consider the "Whippet" as their next season's sporting mount.
WM. BEARDMORE &
In the days before the war Beardmores built, if one remem- bers aright, warships mainly, and some aeroplanes. There ■were many and various incidental activities — for instance, the firm manufactured its own steel, built its own engines, and carried on many branches of engineering, some directly for the benefit of its shipbuilding work and others partly as by-products thereof.
Nowadays — if political reports be not altogether untrust- worthy— the building of warships is a dormant industry, but no one has as yet accused Beardmores of somnolence.
On the contrary Beardmores appear to have realised very thoroughly that "transportation is civilisation," and thus to- day Beardmores build, in addition to ships and aeroplanes, locomotives and motor cars, and they are willing to undertake the building of airships.
But the very fact that a great armament firm, such as is 'this, should, after the war, still continue their aircraft works and should have laid down a design programme of purely commercial machines, is adequate proof of their foresight.
In addition to their exhibit at Olympia they will, during the Show, have a machine at Cricklewood which will give demonstration flights.
Two Beardmores will appear at the Show proper. Of theseu the W.B.n will be of the two-seater sporting and touring type, fitted with a Beardmore 160 h.p. engine. This machine has an excellent all-round performance, the reliability of the engine fitted is a by-word amongst those who fly, and it is
CO., LTD., Glasgow.
therefore eminently suited for its intended purpose or for that of light mail carrying.
The second machine— the W.B.X. — is of those designed for the smaller class in the forthcoming Air Ministry- Competition, and has the qualities of safety, economy and comfort, together with a long flight range and a low landing speed. Naturally a Beardmore engine forms the power plant.
One feature of great interest will be found in the structure of the fuselage. This has been designed in the light of the firm's experience with the construction of rigid airstrips, and is carried out in duralumin girder work.
As it will appear at Olympia, the wings are constructed in the normal manner, on spruce spars with wooden ribs. At the competition the machine will be fitted with metal wings, but unfortunately it has been impossible to complete these in time for Olympia.
One of the very few airship exhibits will also appear on the Beardmore stand. This is a section of a passenger car for a rigid ship of the 1^.36 type, which it is hoped to employ for commercial services.
In addition to these two machines there will be on the stand one of the famous Beardmore engines and a number of interesting models, including those of R-34, and H.M. seaplane carrier "Argus" — both products of the firm's work- shops.
The large amphibian Bat boat whose general arrangement w reproduced below will not appear at Olympia — but its design i§ evidence of the firm's enterprise.
BEARDMORE
WB.9.
4-SDD HR
beardmore:.
July y, 1920
Aeronautical Engineering (supplement * thea**™.) 23
STAND 77
AERO EXHIBITION
OLYMPIA.
EVERYONE WHO IS INTERESTED IN
Civilian Aviation, Aerial Transport, etc.,
should see our exhibit of THE LATEST
SAFETY APPLIANCES
THE AUTOCHUTE
f The new Life-saving Parachute J
SAFETY FLARES & LANDING LIGHTS,
ETC., and the
AERIAL POSTMAN
* for delivering Air Mails
Id on parle frcn-icais. Hier man spree ht deutsch.
Qui se par la Italiano,
NOTICE. — This Company is prepared to grant licences for Holt's British and Foreign Aviation Patents.
s* > THE
YORKSHIRE STEEL Co., Ltd.
ENGINEERS. Contractors to the British and Allied Qoyernments. Head Office : 30, Holborn, London, E.C.I.
Holt Flare Works, YOC WORKS, Technical Dept.,
Huddersfield. SHEFFIELD. 17, Furnival St., E.C.4.
Ora Metal Foundry, London Workshop,
Peckham, s.e. 27, Cursitor St., E.c.4.
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24 (suppwat to xhs aeroplane .) Aeronautical Engineering
July 7, 1920
THE BLACKBURN AEROPLANE & MOTOR CO., LTD., Olympia, Leeds.
Pioneer Days.
The Blackburn firm traces its origin back to the spring of 1909, when Mr. R. Blackburn successfully hew his hist aero- plane at Saltburn in Yorkshire. During the following hve years he developed a series of machines, among which the 80 h.p. Gnome monoplane (1911), the "all steel" monoplane (1911), and the 130 h.p. Salmson seaplane (iyi?,), are the most interesting. The hrst figured in Captain Hucks' 1,000 mile tour in south-west England, the "Circuit of Britain" race of 1911, and numerous early commercial flights in Y'orkshire. The "all metal" monoplane, the hrst of its type to be built in England, foreshadowed in a remarkable way the present trend of design for military purposes. The seaplane un- doubtedly influenced the career of the company during the late war by attracting the favourable attention of the Naval authorities.
The activities outlined above gained for Blackburn aircraft a reputation for the technical skill and practical sense shown in their design and the accuracy and excellence of their workmanship, and led to the formation, early in 1914, of the present company to deal with pre-war Government orders.
1914 — 1918.
During the war the company served in a dual capacity. As a manufacturer it produced for the War Office, Admiralty and Air Ministry a steadily increasing output of aircraft and accessories. Fighting aeroplanes, scouts, bombers, patrol seaplanes, flying boats, ship aeroplanes and torpedo-carrying aeroplanes were among the products, whilst important minor features were propeller construction and the manufacture of standard fittings and accessories, used widely and known as B.A.P. fittings. In spite of rapid expansion of organisation and dilution of labour, the high standard of workmanship maintained in the early years was rigidly kept up.
As a designing firm the company was engaged on experi- mental design for the Admiralty, and more especially upon the twin-engined type of seaplane. From these designs de- veloped two widely different series of machines — the twin- engined type, of which the "Kangaroo" is the present speci- men, and the torpedo-planes, the development of which was entrusted to the company by the Air Ministry during the latter years of the war.
To deal adequately with experimental seaplane work the firm acquired the air station at Brough, which has since developed into an experimental branch, with workshops ade- quate to any work short of intensive production, together with excellent flying facilities for both aeroplanes and sea- planes.
Post-war Policy. Believing firmly in the future of aviation, Blackburns are determined to remain actively in the aircraft industry through the period of post-war deflation and thus to place themselves in readiness for the time when the commercial possibilities of aircraft should be established. But optimism has not blinded the company's eyes to the difficulties which must be faced in the interim. The production departments have been largely diverted to other classes of work, including the inevitable motor car, which has proved so successful as to permit the maintenance of a relatively non-productive air- craft department. This policy was the more easily adopted because the firm is a private company controlled by long-
sighted shareholders, and its financial policy throughout the war had been framed with a careful outlook toward these lean years.
A department has been built up to ascertain and to encourage the possible commercial uses of aviation and to serve as the nucleus of a sales organisation. This work has been slightly productive from the commercial standpoint and has had con- siderable educational value both to the public and to the firm. On the technical side, the policy has been to rise out of the groove of war-time design and tackle the problem of the commercial aeroplane without preconceived views, appreciat- ing that, though war types may be converted to serve as stop-gaps, true commercial design must have its basis in new technical ideals and new research. This policy for com- mercial design has not involved in any degree the discon- tinuance of design for Naval and Military purposes.
Recent Achievements.
The firm's achievements during the last year group them- selves mainly around the "Kangaroo."
During the last twelve months "Kangaroos" covered 20,000 miles and carried 18,000 lb. of cargo and 1,600 passengers. The "Kangaroo" was awarded a gold medal and prizes at the 1919 Amsterdam exhibition. It competed creditably in the recent flight to Australia, and the opinion of the crew is shown by the following extract from a letter written when engine trouble brought an end to the flight. It reads : "A sixty-mile flight in one hour ten minutes from 3,000 ft. with one sound engine and a 70 per cent, load is a feat you may be proud of," and is evidence of the advantage held in time of emergency by twin-engined aircraft such as the ''Kangaroo."
The "Kangaroo" also served to inaugurate a successful cargo-carrying service between England and Holland during Ihe spring of this year, and has been selected by the 1921 Antarctic Expedition for use in Polar survey work.
The Present Day.
The company is admirably fitted to meet the revival of the Aviation Industry presaged by the coming Aero Show at Olympia. At Leeds it has a well-organised modern and well-equipped factory, capable of output on a scale com- parable with that obtained in war-time, which has been diverted, rather than converted, to the making of motor cars and lorries, and is equally capable of re-diversion to aircraft work. Brough is one of the two permanent civil flying: stations of northern England, and an experimental depot staffed by experienced engineers and mechanics, closely in touch with modern developments. Labour troubles are in- finitesimal, owing to the democratic spirit of the manage- ment. Finally, owing to' close co-operation with the North Sea Aerial and General Transport, Ltd., valuable experience has been acquired in commercial flying, which has aided con- siderably the carrying out of" a strong experimental programme.
At Olympia the firm will exhibit one of their latest pro- ductions, a torpedo-carrying aeroplane designed for the Air Ministry for service use. Owing to this fact the machine will' appear shorn of most of its special equipment, but it will nevertheless be found to show many interesting points of design and construction, though a description of these is not permitted by the authorities till such time as the Exhibition: allows one to discover by inspection its salient features.
THE BRISTOL AEROPLANE CO., LTD., Filton, Bristol.
To attempt at this date to introduce to '.he regular readers of The Aeroplane the famous Bristol firm — once the British
and Colonial Aeroplane Co. — would appear to be superfluous* But as on an occasion such as this this journal is likely
The threeseater Bristol "Tours'-*' which has been for some time in the regular service of the Instone Air Line. This machine is fitted with a Siudeley " Puma " engine (240 h.p.) and has side by side accommodation tor two passengers aft the pilot's cockpit. The machine of this type to be exhibited at Olympia will differ to the extent that the passenger cockpit is completely enclosed.
|
" |
- - |
July 7, 1920
Aeronautical Engineering
(Supplement to The Aeroplane.)
Metal Machines
FOR
Military
Postal
Goods
Naval Passenger Patrol Services.
Aircraft Constructors to Leading Governments of the World.
SHORT SPORTING TYPE SEAPLANE FOUR-SEATER
OLYMPIA July 9 to 20.
Stand 44.
SHORT BROS. (Rochester & Bedford), LTD.,
Seaplane Works, Rochester, Kent.
'Phone : Chatham 627. 'Phone : Regent 378.
London Office : Whitehall House, Chaiing Cross, S.W.
'Grams : Seaplanes, Rochester.
'Grams : Tested, Phone, London.
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
26
(Supplement to The Aeropla>3.)
Aeronautical Engineering
July 7, 1920
The. Bristol "Pulman" Triplane (4=410=h.p. Liberty Engines) in the air.
to fall in numerous other hands it may be well to recall the fact that it was founded in 1909 by the enterprise of the late Sir George White — a pioneer of electric traction in England and so presumably another of those who have held transportation to be civilisation. Since that date the concern has consistently built aeroplanes through thick and thin — and has continuously possessed a reputation for sound design and excellent workmanship.
The Bristol Bullet of 1914 served with great distinction in the earliest days of war. The Bristol Fighter of 1917 did certainly as much as any other single type of aircraft to establish the aerial supremacy of the Allies, and had war continued but a little longer the Braemar triplane bomber would doubtless have been a very potent weapon in our armoury, and the "Badger" equally might have been expected to carry on the work of the ancestral "Fighter" with all success. But in these days of peace new war aircraft are even more "Taboo" as a subject for the descriptive pen than they were recently, and the Badger will not appear at Olympia.
Such Bristol machines as will there appear will be of peaceful aspect. The stand will contain at once the largest and the smallest aeroplane in the Show with an intermediate machine of normal dimensions, and the contrast between the great 1,600 ,h. p. Pulman Triplane, with its 1,900 odd sq. ft. of wing area, and the tiny "Babe," with one-fortieth of the h.p. and of barely 20 ft. span, should add greatly to the interest of their stand.
And the intermediate machine, the three-seater "Coupe Tourer," will be found to be an excellent example of the general utility high performance commercial passenger car- rier, eminently suitable for either the early development of a regular high' speed passenger and mail service over a route whereon aerial traffic is at a low intensity, for private business use, j or for what has been termed "taxi" services.
It may very safely be predicted that all three machines will be distinguished by the very excellent workmanship and sound design which is characteristic of all Bristol aircraft.
THE BRITISH AERIAL TRANSPORT COMPANY.
The British Aerial Transport - Co. will always have to its credit the production after the war of the first aeroplane designed from beginning to end as a commercial craft.
Founded during the war to meet the country's demand for war machines the firm had at the time of the Armistice produced two of the finest machines of the single-seat fighter class that have yet been seen, and the rapidity with which their four-seater commercial machine was designed, built, and tested should prove a happy augury as to their future.
Unfortunately there were grounds for believing that after this excellent beginning the firm was to retire from the further peace-time development of Aerial -Transport, but the fact that they are to exhibit at Olympia may, one hopes, be taken as a sign that this intention has now been renounced.
Doubtless continuance in the business of aircraft constructors will involve the exercise of patience under adversity — that lot, however, is common to all those who would pioneer, but if they can but continue as they have started, and if all their products show the originality of design and the foresight which have been so demonstrated by their past efforts, they need not fear but that the future will bring ample reward. But whatsoever may be their future, their exhibit at Olyn.pia will be of the greatest interest.
It is to include the famous B.A.T. "Bantam"- -the first of the firm's war machines, and one which in performance, manoeuvrability, and excellent fighting qualities, set a new standard for this class of aircraft— and the B.A.T. Commercial Mark 1 — the five-seater lin.ousine machine whih has already
THE B.A.T. BANT\M (170=h.p.
A. B.C. "Wasp" Engine).— This little machine, designed by Mr. KooJhoven and built by the
B. A.T. Co., was first produced in 1917, and earned the admiration of all competent judge;- on its early trials. It revolutionised existing ideas of what a light single-seater fighter should be capable of doing, but it never
July 7, 1920
Aeronautical Engineering
(Supplemjnt to The Aeroplane.;
H
STAND
I NO. 33
AT THE
AERO
EXHIBITION, OLYMPIA, JULY 9-20, 1920.
Assets Exceed £3,000,000. Claims Paid Exceed £12,000,000.
Upside down in & cloud
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GENERAL ACCIDENT FIRE AND LIFE ASSURANCE
CORPORATION, LTD.
(Established 1885.) Chief Offices :
General Buildings, Perth, Scotland. General Buildings, Aldwych, London, W.C.2.
General Manager: F. N O R I E- M I L L E R, J.R, F.E.I.S.
Telephone Nos. : Holbom 3188-3191.
i
1
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
(supplement to the aeropwne.) Aeronautical Engineering
July 7, 1920
THE B.A.T. COMMERCIAL FIVE~i>EATER (Rolls- '. Royce 375 h p. engine) — This machine, the first machine designed and built in any country expressly for commercial purposes, is another of the products of Mr. Kooh hoven's genius. This machine left the ground as it was drawn in the drawing office and required neither modification nor adjust= ment upon her trials.
been referred to as the first machine designed and built purely for commercial purposes. This machine still maintains its position as one of the finest of its class which has yet been
produced, and if the next B.A.T. machine is as great an advance as was this, the firm may rest assured of a great future.
CENTRAL AIRCRAFT CO., 179, High Road, KILBURN, N.W.6.
Though the name of the Central Aircraft Company is new since the outbreak of war, the origins of its interest in air- craft dates back to pre-war days, for the firm is, in fact, an offshoot of the firm of R. Cattle and Sons, who had long manufactured wooden aircraft components. The Central Air- craft Co., under that name, came into being during the war and were busily engaged in ministering to the needs of the Air Forces up to the Armistice.
With the advent of peace they immediately embarked on a programme of civilian aviation. They acquired the ex-R.A.F. aerodrome at Northolt, built and designed school machines,
to start up from his seat. Carrying three hours' fuel, a speed of 78 m.p.h. is attained, with a climb adequate to all com- mercial purposes, and a ceiling of 17,000 ft.
The moderate speed — attained by an engine of relatively low power — naturally leads to great fuel economy, and this is one of the main features of this type.
The "Centaur 2a" 'machine is perhaps an even better ex- ample of the firm's enterprise.
It is a two-engined passenger carrier, not of the giant class, but of a size which, with a single enghie, would call for one of the most modern of high-powered engines — nowadays an
THE CENTRAL AIRCRAFT CO.'S CENTAUR IB SEAPLANE (lOO-h.p. Anzani). — A machine designed on the basis of the firm's experience with school and passenger hire machines. It promises to be a type eminently suitable for operation as a pleasure machine along the coast of Britain.
and established at Northolt a flying school which has con- sistently produced excellently trained pilots. In nddition thev have taken a vigorous hand in the joy-riding brand of aerial piopagauda work.
The school machines which they have turned out — of the "Centaur 4" type— have proved most excellent instructional machines, and their good qualities have led since to the pro- duction of the "Centaur 4a," a slightly enlarged edition of the 4, fitted with three seats, and forming an excellent machine for sporting, touring and joy-riding services. The engine— an Anzani of 100 h.p.— is of proved reliability, and it has been fitted by the firm with a starting gear which allows the pilot
expensive affair both to purchase and to maintain, and of a class which can scarcely yet be regarded as safely past its infantile disorders.
By usina; two of the 160-h.p. Beardmore engines a power plant of proved reliability known to call for very low main- tenance costs is attained, with a machine of such a size that many of the drawbacks usually associated with twin-engined craft are avoided.
The machine is of the cabin type and is normally fitted to carry six passengers, pilot and mechanic. Folding wings per- mit the machine to be stowed in a very small space.-
July 7, 1920
Aeronautical Engineering
(Supplement to The Aeroplane.!
2
(Contractors to the Admiralty , JVar Office and Air ^Ministry.
Head Office, HAYES, MIDDLESEX. London Office, 175, PICCADILLY, W.l.
, Works, Hayes, Middlesex, and Hamble, near Southampton. Designers and manufacturers of Seaplanes, Flying Boats and Aeroplanes.
Patentees of the Fairey Patent Variable Camber Gear for Aircraft.
Sole Licensees of the Linton Hope Patent Hull for Flying Boats.
Designers, by special request of the British Government, of the "Atalanta' type Flying Boat, the largest of its kind constructed.
The following types of Fairey Seaplanes designed for the British Government have been put into production for Service use : — Fairey Campania, Hamble Baby — type IIIA, type IIIB, type IIIG.
WE ARE EXHIBITING AT
THE SIXTH^|tt]^ATIONAL
Aero ElKibition
July 9-20M920
STAND No. 47.
Telephone- 19 Hayes, Middlesex.
Telegrams— "Airily, Hayes, Middlesex. Code— A. B.C. 5th Edition.
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
3° (supplement to the akrofi.ane.) Aeronautical Engineering
July 7, 1920
A good all-round performance, simple and robust construc- tion and low fuel and oil consumption should commend -this machine for all such air services' loutes as do not deliberately set out to compete with the fastest existing forms of surface transport.
It is not yet certainly decided which of the two machines above will appear at Olympia, but the "Centaur 4b" is, it is understood, a certain exhibit.
This machine is the seaplane edition of the 4a type already alluded to, and conserves all the good qualities of that type. The type has given a convincing demonstration of its qualities at Southend during the past few weeks, and should do ex- cellently for coastwise pleasure and business passenger carry- ing. As one of the very few seaplanes at the Show it should command special interest.
THE FAIREY AVIATION CO., LTD., Hayes, Middlesex.
Founded in 1916 by Mr. C. R. Fairey, one of the earliest pioneers of aviation in this country, the Fairey Aviation Co , Ltd., have from their earliest days taken a very high position among the British aeroplane builders.
Long before the characteristic drone of twin engines slightly differing in their revolutions had commenced to disturb the nights of London, the Fairey twin-engine biplane had been built and tested with excellent results, and it was no fault of that machine that British twin-engine machines were not. in our aerial armoury long before "Gotha" became s word .of ill- omen to the masses of this land.
In regard to seaplanes, Mr. Fairey had better fortune, and in succession the' Fairey Campania, the Fairey type 3, 3a, 3b, and 3c, have kept the firm's works busy filling Air Ministry oiders, even since the Armistice.
The qualities demanded of seaplanes for war purposes are much more akin to those required for civilian purposes than were those asked for in the case of the majority of land fighters, and, therefore, it is by no means surprising to find that in addition the works have done quite a lot of work in modifying Fairey war types for more peaceful ends.
Thus the firm can look to the future with confidence. Even the present stagnation of the Industry imds them busy, and
when the revival does arrive they are assured of a phenomenal amount of business.
At Olympia they will exhibit an entirely new type of machine, possessing many novel features. It has been de- signed to the specification of ihe Air Ministry and details as to its purpose and equipment are on this account withheld.
It is possible to state that the machine embodies the Fairey variable camber de\ice on its wings, combined with an auto- matically adjusted tail-plane, which","" when the wing-flaps are altered in position, moves to such an extent as to maintain the trim of the machine unaltered.
It is of moderate size— being 40 ft. span, 3c ft. long oyer all,, and with a chord of 6 ft., and is remarkable in that it is built on a central section unit, which comprises the undercarriage, portion of the fuselage, and the uppe- centre section. This unit is entiielv of steel, and consists of steel members united bv machined fittings, welding or brazing being entirely absent To the front of this unit the fuselage nose with the power- plant is bolted, and to the rear of it the aft end of the fuselage.
It is understood that the machine is amphibian and that it has been designed for a very high performance.
Being a Fairey. it will undoubtedly be worthy of study when it appears to the public view.
MARTINSYDE, LTD., Maybury Hill, Woking.
Martinsyde, Ltd., known to frequenters of Brooklands in the happy days which preceded the war as Martin and Han- dasyde, have from the earliest tin.es held a reputation for the magnificent workmanship which they put into all their machines.
In those early days they were firm believers in the mono- plane type, and with characteristic perseverance attacked that most difficult of aeroplane problems, the building of large monoplanes. Their efforts were crowned with success and in
THE MARTINSYDE F4A. (300=h.p. KispanoSuiza Engine). — This is the famous war=time fighter with its organs of offence removed and room thus made for a second seat. In this form it is one of the fastest of high speed two-seaters and for really rapid passenger transport a difficult machine to beat.
1912 and 1913 the Martinsyde monoplane was one of the finest aeroplanes in existence. Extreme ill fortune with their en- gines at the 1912 Military trials, and the ban on monoplanes which was instituted by the military authoiities very shortly thereafter, deprived them of any adequate reward for their efforts.
Nevertheless they persisted, and the outbreak of war in 1914 found them in possession of the first specimen of the little Martinsyde scout, a small single-seater biplane with the 80
THE MARTINSYDE TYPE A.S. (375-h.p. Rolls-Royce Engine) — The type A Martinsyde, designed for general high speed commercial work. In this particular edition of the type pilot, passenger and some 400 lb. of mail can be carried, and the machine is fitted with floats for work on lakes, rivers, or the sea.
July 7, 1920
Aeronautical Engineering
(Supplement to The Aeroplane.)
31
PALMER
LANDING WHEELS & TYRES
STANDARD SIZES
|
Tyre |
Hub |
Track |
Tyre |
ra5 . |
Hub |
Track |
Tyre Sizes |
% <U c |
Hub |
Track |
||||
|
Sizes |
■?z |
Length |
Bore |
Line |
Sizes |
Lengtn |
Bore |
Line |
5Z |
Length |
Bore |
Line |
||
|
m/m |
m/m |
mm |
m m |
m/m |
iri/m |
•m m |
m/m |
m/m |
||||||
|
300X60 |
16 |
111.12 |
25.4 |
Central |
700 X 100 |
77 |
178. |
44.45 |
132/46 |
1000X150 |
141 |
250. |
80. |
Central |
|
17 |
72.39 |
12.7 |
Central |
92 |
185. |
55. |
135 50 |
*1 |
201 |
185. |
60.32 |
125/60 |
||
|
95 |
185. |
55. |
Central |
') |
209 |
185. |
55. |
Central |
||||||
|
450 X 60 |
30 |
89. |
31.75 |
Central |
96 |
178. |
55. |
132/46 |
?» |
210 |
185. |
60.32 |
Central |
|
|
138 |
130. |
3.- .09 |
Central |
99 |
178. |
38.89 |
132 46 |
1000 X 180 |
148 |
220. |
Central |
|||
|
f _ ■ , |
112 |
150. |
38.09 |
Central |
80. |
|||||||||
|
575X60 |
21 |
160. |
:s. |
Centra |
• » |
149 |
185. |
55. |
Central |
|||||
|
34 |
150. |
31.75 |
104/46 |
650 X 125 |
119 |
178. |
55. |
132 46 |
900 X 200 |
107 |
Central |
|||
|
111 |
150. |
38.09 |
104 46 |
185. |
55. |
|||||||||
|
650X65 in „ |
78 79 100 101 |
178. 178. 178. 178. |
44.45 44.45 38.09 31.75 |
132/46 Central 132/46 132/46 Central |
750 X 1 25 |
77 92 95 96 |
178. 185. 185. 178. |
44.45 55. 55. 55. |
132/46 135/50 Central 132 46 |
»» 5 1 «) |
108 128 137 202 |
185. 220. 250. 185. |
55. 66.67 80. 60.32 |
125 60 Central Central Central |
|
600 X 75 |
21 |
160. |
28. |
99 112 |
178. 150. |
38.89 38.09 |
132 4« Central |
1100X220 |
134 136 |
220. 250. |
66.67 80. |
Central Central |
||
|
34 |
150. |
31.75 |
104 46 |
800 X 150 |
82 |
185. |
55. |
135/50 |
||||||
|
111 |
150. |
38.09 |
104/46 |
i> |
85 |
185. |
55. ■ |
Central |
1250X250 |
133 |
250. |
80. |
Central |
|
|
700 X 75 |
78 |
178. |
44.45 |
132 46 |
*36 |
185. |
55. |
135 50 |
||||||
|
79 |
178. |
44.45 |
Central |
>> |
*40 |
185. |
60.32 |
135 50 |
1500X300 |
115 |
304.8 |
101.6 |
Central |
|
|
100 |
178. |
38.09 |
132 46 |
1000X 150 |
131 |
220. |
66.67 |
Central |
126 |
304.8 |
152.4 |
Central |
||
|
101 |
178. |
31.75 |
132/46 |
T02 |
185. |
55. |
125/60 |
1750X300 |
139 |
400. |
152.4 |
Central |
I
LID NE
* Wheels No. 36 and iO arc of itrongey type than, the vthev wheels for 800 x 150 tyres.
THE PALMER TYRE LIMITED
Contractors to the Admiralty the War Office, and the Ministry of Munitions,
119, 121, 123, SHAFTESBURY AVENUE, LONDON, W.C.2.
Telegrams: "TYRICORD, WcSTCEN T, LONDON." Te'ephone: GERRARD 1214 (Five lines)
PARIS : 24, Boulevard de Villiers, LevalloisTerret. AMSTERDAM .- Stadhouderskade 91.
We are exhibiting at
the Aero Show. Stand No. 15.
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
32
(Supplement to The Aeroplane.)
Aeronautical Engineering
July 7, 1920
THE MARTINSYDE " SEMI = QUAVER'* (300 h.p. Hispano-Suiza). A racing machine pure and simple, which in the form here illustrated raised the British Speed Record to 16) m.p.b. At the Show a modified edition of the Semi-quaver will ap- pear, and after the Show the speed record will probably again suffer.
h.p. Gnome, of excellent performance for that date, and pos- sessed of the quality of almost complete unbreakability. These did excellent service in the earlier days of the struggle, and were followed fairly quickly by the Martinsyde "Elephant," again a single-seater, but with the 160 h.p. Beardmore, an engine whost merits the discerning eye of Mr. Handasyde had recognised even before the war. This machine was. in all probability the first British aircraft fitted with a stationary water-cooled engine which achieved a really high performance. A climb to 10,000 ft. in 1^5 mins. and a speed at 6,000 ft. of 102 m.p.h. was, in 1915, phenomenal. This type continued in service for quite a long time.
In 1916 was produced the R.G.i, fitted with the 190 h.p. Rolls-Royce, and having a speed of 130 m.p.h.
Since the Armistice Martinsydes have continued to produce aeroplanes with all the excellence of design, construction and finish for which they are famous, and their stand at Olympia will worthily uphold their reputation.
The little- "Semiquaver," a machine which in its original form has an official speed record of over 160 m.p.h. standing to its credit, and which in its modified condition may be expected considerably to exceed this figure, may be regarded as a typical example of the speed machine pure and simple.
The type F.aA, the famous war type, modified to a two- seater, and which may be fitted at will with either a float or a wheeled undercarriage, is perhaps one of the finest speci- mens of that capacity for compromise between conflicting requirements which war needs developed amongst British
THE MARTINSYDE F6 (300=h.p. Hispano-Suiza).- — Designed as a two= seater since the war for the very rapid transport of passengers or mails. Has ' a speed of over 140 m.p.h., carrying passenger and fuel for some 400 miles.
1917 saw the introduction of the first of the famous F. series — the F.i. This was a two-seater with the 250 h.p. Rolls.
F.2, also a two-seater, was an improved F.i, fitted with a 200 h.p. engine only, despite which its performance was even better than its predecessor.
With the F.3, a single-seat fighter with the igo h.p. Rolls engine, all ideas of aeroplane performance were profoundly modified. 142 m.p.h., a climb to 10,000 ft. in 6f min., and 15,000 ft. in under 12 min., were figures all far in .advance of any previous achievement.
Nevertheless that machine never reached the stage of quan- tity production. Certain experts announced 1 that a fighter scout with a heavy stationary engine could not conceivably be sufficiently manoeuvrable, and it was not till the last year of the war that the F.4, a slightly modified F.3, with a 300 h.p. Hispano-Suiza and a still better performance, was ordered for the fighting services.
designers. A reasonable load capacity, a really high maximum speed, an enormous rate of climb, and a low landing speed are here combined — and whatever may be the validity of the general objection to converted war types of aircraft for civil purposes, these qualities prove that this machine may be con- sidered immune from attack on that score.
The type A — definitely a commercial aeroplane— has been produced to meet what is probably a more pressing need than that served by the F.4A. Using an engine of the same power, but altogether a larger machine, the useful carrying capacity has been more than doubled, at some slight sacrifice of speed and climb. Nevertheless, 123 m.p.h. is even to-day no ~mean speed, and when that speed can be attained with a useful load of two passengers, 600 lb. of merchandise, carrying fuel for 500 miles, it will be recognised' that this machine represents a real advance in the design of economical aircraft, i
THE MARTINSYDE TYPE A.— Identical with the seaplane-type A.S., except for the undercarriage. Capable of carrying large useful loads over long distances at speeds up to 120 m.p.h., despite a relatively small engine, being thus distinctly a corn- mercial aeroplane.
July j, 1920
Aeronautical Engineering {Supplement to XHE AEROPWNE ., 33
BEARDMORE
Passenger, Postal Goods Carriaoe
Their reliability in war is your surest guarantee of th eir dep en dabili ty under peace conditions.
W I L L I AM
B€ARDflOR£
AND C O M P A^^^v LI1HITEP-.
Naval Construction Works, DALMUIR.
Aerodrome & Hangars at Dal muir - — 1 ■ ' and Inchinnan.
SEE BEARDMORE STAND, 65 AERO EXHIBITION, OLYMPIA.
KINDLY MENTION ' THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
34 (Supplement to the aeroplane.) Aeronautical Engineering
July 7, 1920
HANDLEY PAGE, LTD., Cricklewood, N.
The W.8. Handley Page Biplane (two 450=h.p. Napier engines).
Unlike the majority of those firms who have contributed any large share to the upbuilding of the Aircraft Industry, the name of Handley Page is nearly as familiar to the readers of the daily news sheets as to those of The Aeroplane
This fact is not to be attributed to any lack on the part of Mr. Handley Page of that modesty which so distinguishes his brother pioneers, but merely to the happy fact that in the giant aircraft for which his firm is famous the journalists of this land for the first time discovered an aeronautic outlet for sensationalism which did not necessarily involve gory catastrophes or their imminent probability.
Fortunately those who have followed the history of aviation in the past know more of Handley Page's work than has appeared in the daily news sheets, and it may suffice here to note that the firm started business as aeronautical en- gineers on June 17th, 1909, after two years of .personal experimental work on the part of the founder.
The first works were at Barking and had a floor area of about 10,000 ft., whence one may deduce that faith in the future of the new industry was fairly strong.
From then till 1912 these original works were kept busy partly on the firm's own experimental work, partly on work for private experimentalists, and towards the end of the time on the first parts towards a Government order for Army machines.
In 191 1 Barking produced the 50 h.p. Gnome-engined mono- plane— variously known as the "Antiseptic" or the "Yellow Peril" — which, flown by the late Edward Petre, made a number of excellent flights, and which was still flying at Hendon late in 1913. In 1912 there emerged a larger machine of somewhat similar type, engined by a 70 h.p. Gnome, and entered for the Military Trials of that vear.
In this year also the works removed to Cricklewood, where they remain, and the business of completing the Government order aforementioned was carried on side by side with the construction of the first Handley Page biplane. This machine was extremely successful, and would undoubtedly have beeu reproduced in an improved form had war not supervened
With the war the works entered on a period of intense activity, partly on the production of machines and partly on the experimental work which led to the production of the Handley Page twin-engine machine.
On the resumption of peace the firm rapidly adapted their existing models to' the immediate purposes of civilian trans- port, and set about the production of a machine designed specially for such purposes. This machine, the type W.8, with two 450 h.p. Napier engines, will be visible at the Show, and will serve to show how thoroughly the firm has adapted itself to the new conditions.
For the rest, Handley Page continue their experimental work, combining it, as has ever been their practice, with as much paying aeronautical business as enterprise and ingenuity- can discover in these hard times.
Thus at the moment work on the development of an entirely new type of wing, which promises to revolutionise flying by very greatly reducing the wing surface, and consequently the useless weight necessary to the transport of a given weight of cargo, is being carried on vigorously, while the Handley Page Air Service between London and Paris makes the most that can be made of the wings of to-day.
It is thus that progress is made; so Handley Page, Ltd., may well serve as an example to all and sundry of those who are busily engaged in predicting the downfall of British industry.
HENRY POTEZ, 96, Avenue Victor Hugo, Aubervilliers (Seine , France.
The Aircraft Industry of France is to be but slightly* re- presented at Olympia. At the time of writing it is yet un- certain whether the Breguet exhibit is to consist of aircraft or aero engines alone, and if the latter be the case then Henry Potez will be the only French exhibitor of an aero- plane.
If this be so it is at least well that that exhibit should be one which exhibits a number of novel and interesting features.
Till the Paris Aero Show of the end of last year the name of this designer had scarcely been heard in this country,
though certain of his products, the S.E.A. war machines, had received casual mention in the Technical Press.
Of the exact history of , the S.E.A. concern, and of the passing of that name and the appearance- of that now in question, no details are available.
The S.E.A. biplanes appear to have appeared at a fairly- late period in the war, a fact which, despite excellent per- formances, led to their remaining relatively unknown. Since the Peace the war-time type VII, a two-seater bomber with a Lorraine-Dietrich engine of 370 h.p., divested of its war trappings and equipped with enclosed passenger accommoda-
The original Avro Biplane (35=h.p. Green Engine), at Brighton, in May, 1011. It was flown there from Brook= lands by Mr. C. Howard Pixton, who is here seen standing with his back to the machine. This flight was made with the identical engine with which Mr. Bert Hinkler flew the Baby Avro to Turin this year.
July 7, 1920
Aeronautical Engineering
(Supplement to The Aeroplane )
35
Unsurpassed reputation for reliability,
B.T.H. Magnetos
helped create the following British Records: —
The first airship to cross the Atlantic, Naval Airship R.34.
First and second prizes — Aerial Derby, 1919.
British altitude record — 30,500 feet.
First non-stop London- Madrid flight.
British record for a closed circuit.
Eighteen new British speed flying records.
British record for useful load carried, duration and height — 3,690 lb., 1 hour 20 mins., 13,999 ft.
The British Thomson-Houston Co , Ltd.,
Lower Ford Street, Coventry, England.
Member of the British Ignition Apparatus Association.
Olympia Aero Show, July 9th 20th.
STAND No. 6.
'Phone : 2102 Hammersmith.
, ;)l
/ 1
i
//:
V k i d 'f \
FX
\ I
s i
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
36 (supplement to The aeropuneo Aeronautical Engineering
Julx 7, 1920
tion, has given good service in France, and is being put into service by the Compagnie Franco-Roumaine de Navigation Aerienne on the Paris-Warsaw and Paris-Bucharest lines.
Another type, the IV P.M., recently made the journey Paris- Strasbourg-Prdgue- Warsaw and back, carrying two passengers at an average speed of 210 km.h. (130 m.p.h.) and made the yast stage (Prague-Paris) nonstop in 4 hr. 55 min.
At Olympia will be found the Potez type VIII two-seater
sporting model, built for the owner pilot, and designed for comfortable and safe touring work. The most interest- ing feature of the machine is its novel power plant. In this a determined effort has been made to depart from the weaknesses of the present standard types of aero engine, and to provide a power plant of the robustness and re- liability which is now to be found in high-grade motor-car engines.
A. V. ROE & CO., LTD.
When there occurs a British Aero Show without an Avro exhibit it will be fairly safe to assume that the last link
And amongst the Avro exhibits of 1920 there will be found the modern edition of ' that type, modified as to its 'power
The new Avro Threeseater, Type 547, with 80=h.p. Renault Engine. This is the Avro firm's latest production in touring machines at a reasonable price. The well-known reliability of the Renault engine makes it an ex- celient touring machine, if a trifle slow for trick-fiying.
with origins of the British Aircraft Industry has parted. Then aeroplane building will probably be a solemn and a sordid affair, devoid of any romance — save that provided by
plant and its seating accommodation, to form a general utility commercial three-seater machine. That the design has persisted so long proves its original
The "Baby" Avro (35-h.p. Green Engine) won the Sealed Handicap in the Aerial Derby of 1919, piloted by Capt. Hammersley, of the Australian Flying Corps. The engine was the same as that used in the first flight to Brighton and back, and in the recent flight by Mr. Bert Hinkler to Turin.
the publicity man — and the heads of the great aircraft manu- facturing concerns will probably have fallen to those depths of intellectual mediocrity which qualify men to serve as Cabinet Ministers, or the like.
That sorrowful era has not yet arrived, and A. V. Roe and Co. will be represented by an even closer link with the early triumphs of the British Aircraft Industry than that provided by the firm's continued existence. A reference to a report of the last Aero Show— that held at Olympia in March, ic.14. discloses a reference to the Standard 80 h.p. Avro, and a description of that machine in its seaplane edition. The Standard Avro of to-day is merely that machine, much more highly standardised, improved beyond recognition in its detail design, but identical in form, dimensions, and excellent aero- dynamic features.
excellence ; that the firm should have recognised its excellence and have so improved its detail design that even to-day it can compare with the best products of the world in its own class proves the intelligence and enterprise of that firm.
The Avro Five=seater Triplane, with 16i»-h.p. Beardmore Engine. This re- markable machine is built entirely of Standard Avro parts. For instance, the win£>,s consist of six standard planes for Avro biplanes. The tail, rudder, elevators and fin are standard Avro components, but being placed farther oft than in the biplane have the necessary leverage to control the bigger machine.
July 1920 Aeronautical Engineering ,Suppkment .,, THE AEROPLANE 3;
BRITISH AIRCRAFT
July 9— 20, 1920 AERO EXHIBITION Olympia
Bristol Fighter
Type F.2
Engine: 300 h.p, Hispano
Price
£800
Armstrong Whitworth F.K.8
Engine: 160 h.p. Beardmore
Price
£500
De Havilland Two.Seater D.H.9
Engine: 240 h p. Siddeley Puma
Price
£800
Aircraft Disposal Company Ltd.
(Managing Agents: HANDLEY PAGE LTD.)
Regent House KINGSWAY London
Telegrams: " AIRDISCO, WESTCENT." Telephone: REGENT 5621 (3 lines).
f
38
(Supplement to The Aeroplane.)
Aeronautical Engineering
July 7, 1920
BRITISH AIRCRAFT
All Types in Stock for Immediate Delivery
|
1 i |
^Hl»Mn.iTi«.im i , M||' 1 «sppT 1 / 1 |
Flying Boat N.T.2b
Engine: 210 h.p. " Viper"
Price
£1,100
99
Sopwith " Snipe
Single-Seater Scout
Engine : B.R.2, 200 h.p.
Price
£700
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\ 1 v |
— -fs \ 1 ~ 'Hps* |
|
* |
Avro 504.K
Two-Seater
Engine : 100 h.p. " Mono "
Price
£600
Aircraft Disposal Company Ltd.
(Managing Agents: HANDLEY PAGE LTD.)
Regent House KINGSWAY London
Telegrams: "AIRDISCO, WESTCENT." Telephone: REGENT 5621 (3 lines).
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
July y, 1920
Aeronautical Engineering
'Supplement to The Aeroplane.)
39
30,000
AERO ENGINES
IN STOCK
IMMEDIATE DELIVERY.
ROLLS EAGLE
MK 1 — vii. Price £500 ML viii. Price £1,100
FIAT 300 h p,
Price £300.
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80 |
h.P. |
Le Rhone |
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IOO |
)) |
Mono |
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1 00 |
Berliet |
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140 |
j? |
Clerget |
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160 |
55 |
Beardmore |
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200 |
)) |
Sunbeam |
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300 |
Dragon Fly |
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400 |
Liberty |
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+<;° |
NapierLion |
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Etc., Etc. |
HISPAN0=SU1ZA 300 h.p.
Price £500
BR.2 200 h.p.
Pric^ £3 00
5IDDELEY PUMA 230 h.p.
Price £400
Aircraft Disposal Company Ltd.
(Managing Agents: HANDLEY PAGE LTD.)
Regent House KINGSWAY London
Telegrams: "AIRDISCO, WESTCENT." Telephone: REGENT 5621 (3 lines).
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS
40 (supplement to the aeropwne.) Aeronautical Engineering
July 7, 1920
■Jim
AIRCRAFT
ACCESSORIES
Electrical Apparatus
Chronometers
Switch Box Con- trols, Accumulators,
4 V. 20 Amp. Volt-Ammeters, Wiring Switches, Spot Lights, Cables, etc., etc.
Sparking Plugs
Oleo, K.L.G., Lodge, Titan, Apollo, R.E.V., Forward, Pognon, Splitdorf, Joly, Hobson, etc.
Inclinometers, Speed Indicators, Altimeters, Thermometers, Oil and Pressure, Gauges, etc.
Air Board tested 8-day and 30-hour dashboard models complete with holder and pads, by the foremost makers of the day.
Ball Bearings
Measuring Instruments Magnetos
Skefko, Hoffmann, Auto, Norma,
Ransome&Marles, Rudge-Whitworth
Siemens, Eisemann, Simms, C.A.V., Watford, Bosch, Westinghouse, MX., B.L.I.C., Etc.,
Aircraft Disposal Company Ltd.
(Managing Agents: HANDLEY PAGE LTD.)
Regent House KINGSWAY London
Telegrams: "AIRDISCO, WESTCENT." Telephone: REGENT 5621 (3 lines).
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
July 7, 1920
Aeronautical Engineering t0 4m a^„,^,
41
The original Avro biplane (35=h.p. Green Engine), at Oakwood, Hay ward's Heath, Sussex, on its way 5ack after making the first flight from Brook lands to Brighton asd back, on May 7th and 8th, 1911. The engine was the identical one used by Mr. Bert Hirkler on his flight to Turin,' and in its day Capt. Pixton's flight was as meritorious.
This particular machine, known as the Avro type 548, fitted with the well-known and trusted 80 h.p. air-cooled Renault engine, deserves the special attention of all those who are interested in the joy-ride, exhibition flying, or hackney car- riage branches of aviation.
The extraordinarily fine performances of the Avro "Baby," which won the handicap in last year's Aerial Derby on its • first public appearance, distinguished itself at the Amsterdam Elta exhibition, and has since — in the hands of Mr. Bert Hinkler — caused amazement by its wonderful journey to Rome and back, have rendered that machine, though naturally less
familiar, nearly as famous as the Standard type. At Olympia those who know it by name alone may meet it in the flesh — and if it fails to rouse in them the desire to possess a "Baby," they may be written off straightway as lacking in any true love of the air.
As an example of an aeroplane designed intelligently with an express eye to economy of operation and of maintenance, the most novel of the Avro types, the type 547A, triplane is perhaps one of the firm's most notable achievements. An. example of this type forms the third of ;he machines which. A. V. Roe and Co. will show.
SHORT BROTHERS, LTD., Rochester.
Some are born to success, and others have success thrust upon them, but to few has it occurred that success has served to obscure their fame. In the case of Short Bros, even it has not entirely so operated, but there has been some such tendency.
When war commenced Short Bros, had under construction for the R.N.A.S. a number of 160 h.p. Gnome-engined sea-
were for their time even better than the 184, but except in one or two cases, and those only in small quantities, the later types of Short were never allowed to reach production, persumably lest they should interfere with the supplies of the 1S4 type.
It therefore happens that many ex-R.N.A.S. pilots to this day associate Shorts with the 184 type alone, and are under
Threequarter rear view of the "Sport- ing" Short Seaplane (160=h.p. Beard= more Engine). The machine is here seen at anchor without pilot or pas= senger. It may be noted that the machine then rides high with its tail float well clear of the water.
planes, which rendered extraordinarily good service. These were followed by very similar machines with Canto d'Unne engines, then by an improved type with the 150 h.p. Sunbeam, and later by the Short 184 type, which was originallv fitted with the 225 h.p. Sunbeam.
This particular type of machine survived light to the end of the war, with minor modifications as to power plant and equipment.
Short Bros, produced after that type many others which
the impression that the firm has been satisfied with that as their high water mark of achievement.
A visit to the Short Stand at Olympia will remove any such, impression. The Short Sporting type seaplane which is there shown is not an entirely new product, but has not yet been' much in the view of the general public. In its general lines it will be found to conserve all the good points usually asso- ciated with Short Seaplanes. It has, of course, folding wings. It is simple m design and construction, its float undercarriage
Threequarter front view of the "Sporting" Short Seaplane (lfiOh.p.. Beardmore Engine). The machine is here seen getting under way with the pilot alone on board. The position of" the floats is to be. noted, and the very slight wash made in taxying.
42
(supplement to the aeroplane.) Aeronautical Engineering
July 7, 1920
is of the well-tried Short type with sprung floats. The floats themselves present certain novelties of form, but they still possess that comforting look of ample size and solidity of construction.
But a careful examination of the machine will show that this is in no whit behind the best of modern aeroplane practice in design and construction, and an enquiry into its performance will show that it is at least in the first flight of practical commercial aircraft of to-day.
Fitted with the 160 h.p. Beardmore engine and 'with accom- modation for pilot and three passengers, with three hours' fuel and oil, the machine has a top speed of 83 m.p.h., a very low landing speed, and can reach 10,000 ft. in 35 min.
Folded, it may be stowed into a very small space, and it is eminently a sound seaworthy job — suitable for coastwise and cross-sea flying of all classes for which its carrying capacity is sufficient. The engine is of an eminently reliable and economical type, and both engine and machine should prove to be extremely cheap ' to run.
The second machine which Short Bros, will show may fairly safely be written down as the greatest novelty at Olympia.
This, to be known as the "Swallow," is a medium-sized mail- or cargo-carrying land machine, carrying pilot and 400 lb. of goods, though it can easily be modified to carry
two passengers in place of mail, and fitted with a Siddeley "Puma" engine. Tn .general outline it is of the conventional single-engine tractor type, with two bay wings, of very clean - outline, and looking capable of very excellent performance.
The outstanding novelty is that it really is an all-metal machine — even to the wing-covering. The material mainly employed is duralumin, steel being used in a number of parts subject to more intense stresses.
Another and very important feature is that although a metal machine, it is a very simple ' machine to manufacture. It has usually been conceded that in very large quantities all-metal machines might be cheaper than the_ standard wooden type, but that the cost of. special tools which would be required would render the' cost of small numbers excessive. In the Short "Swallow" this objection appears to have been very thoroughly overcome. Certainly the -machine can be built in a single specimen with no greater equipment of special tools than is needed for the normal type, and the ingenuity which has been expended to secure "this result is one of the most noteworthy features of the machine.
There will also appear on the Short Stand a number of extremely interesting models of Short machines of the past, of types which they have projected for the future, and of a number of highly ingenious accessories which the firm has devised to facilitate the handling of seaplanes at their terminal stations.
THE SOPWITH AVIATION AND ENGINEERING CO., LTD.
TWO MODERN SOPWITHS. -On the right the Dove (80-h.p. Le Rhone), a small two seater for the owner pilot. On the left the Gnu (110 Le Rhone), a luxurious touring mount for the man who keeps a pilot and wishes to be accompanied on his
flights by a friend.
Of the list of vSopwith products there is seemingly no end, and to those who have know them from the Sopwith "Tabloid" of 1913, through "Pups." i-|-Strutters, Camels, Dolphins, Snipes, and the whole menagerie, it might seem impossible that -there should be yet more — distinctively Sopwith and recognisable at first sight — but nevertheless new Sopwiths. Yet so it is — and at Olympia those who will may inspect and admire the "Antelope."
Not that the "Antelope" is their sole exhibit, for there will be two other members of the tribe, the "Gnu" and the. "Dove," present The two latter mentioned are not entirely- new types, but little has been seen of them as yet in this country, Australia apparently having absorbed the major pro- portion of both species.
Although the Sopwith firm have built — and doubtless again will build — machines of medium to large size with success, nevertheless it is believed that even they would admit that it has been in the realms of the small, light and high-speed types that they have attained their greatest successes. The "Antelope" — a three-seater with an engine of 180-h.p. — must nowadays be classed as a small machine, and the remaining two are both smaller than it— so that the Sopwith exhibit may be regarded as typical of the firm's special forte.
The "Dove," " frankly based on the "Pup" of early war days, and bearing a very strong resemblance to it, should revive happy memories on the part of. all ex-"Pup" pilots, and may re-awaken in some hearts a desire to fly. The main difference between the "Dove" and the direct ancestor is that the "Dove" is two-seated, and thus provides the accom- modation for that "designing female" who has been de- scribed as the dominant factor affecting the design of sport- ing type aircraft.
It possesses all those qualities which made the original "Pup" so definitely a delight to fly and therefore those who possess — or are possessed by — the necessary passenger and the desire to fly with her need consider no other matter than the terms whereon a "Dove" may be purchased.
The "Gnu" will be found to be a very similar type of machine on a somewhat larger and more luxurious scale. It seats, in addition to the pilot, two passengers, who are en- sconced in a totally enclosed cabin, triplex-glazed and giving
an excellent view. Like the "Dove," it is fitted with a rotary engine — either the no Le Rhone or the 150-h.p. Bentley are the standard types, the performance naturally varying somewhat, but reaching 93 m.p.h. and a climb to 5,000 ft. in 7$ min. with full load and the smaller engine.
Its aerial range of usefulness thus corresponds roughly to the land range of the highest class of enclosed motor-car, and as a light, high-speed transporting agency it is understood to have given excellent service in Australia.
The "Antelope" is a larger, sturdier and faster machine, fitted with a Wolseley "Viper" engine of 180-h.p., and a greater fuel range
The accommodation provided is the same as that of the "Gnu" — one pilot, and two passenges who are in an enclosed cabin which can, however, be partly opened if desired. For services calling for a somewhat greater speed and a longer range than that whereof the "Gnu" is capable, and to those who suspect the rotary engine, the "Antelope" should prove a useful and economical general utility craft.
An interesting exhibit to be seen at Olympia. The bent shaft is made to rotate rapidly to show the self aligning qualities of S.K.F. Bearings.
\
July 7, 1920
Aeronautical Engineering
(Supplement to Tnn Aeroplane.
43
66
VICKERS vimy-ROLLS.
The Aeroplane that successfully accomplished he flight t> Australia.
The first flight from Eng'and to Australia and the first direct Transatlantic flight, was accomplished on a Vickers-Vimy-Rolls Aeroplane.
STAND No. 50, AT THE AERO EXHIBITION, OLYMPIA.
Telephone No,: Victoria 6900 (15 lines). Tele 'rams : Viekers, Vic., London.
Aviation Department :
VICKERS HOUSE, BROADWAY, LONDON, S.W.I.
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
44 (suppler to THE abRop,aNe.) Aeronautical Engineering July 7i i920
THE SUPERMARINE AVIATION WORKS, LTD.
The flying boa; has — since flying began — passed through many stages. When it first appeared it was very largely hailed as the solution of the oversea flying problem.
Certain defects of early machines of the type relegated it for a time to a position of relative obscurity, from which it was retracted by the appearance of certain large experimental boats which flew, contemporaries of certain large float sea- planes which did not.
It was then hailed as the solution of the large aeroplane problem, though but few ventured to suggest that it might displace the more normal type for small and medium sizes. Later still there have arisen those who deny that even the large flying-hoat is a permanent, solution of any of the pro- blems of flight, and that for sea flying the twin-float type must return in even the largest sizes. And through all these changing tides of fashion Supennarine flying boats have con- tinued to function, and curiously enough in the very size for which the type has ever found the fewest advocates.
All of which goes to prove that the policy of making some- thing and seeing how it Works produces greater results than does that of merely arguing as to what should be made.
As to who actually built the first flying boat is at the moment undecided — but certainly a "Supermarine" was one of the earliest built. Since that first boat — the product of Mr. Pemberton-Billing's fertile imagination — the Supermarine works have built many things, but since they became the Supermarine Aviation Works tbey have — so far as can be traced — built nothing of aircraft but flying boats. The first of their modern efforts in this line — a two-seater machine with a 200-h.p. Hispano engine, built for the Air Department of the Admiralty at a time when "Big Boats" and "small float machines" was the fashionable cry — put up a performance well ahead of that of any competing float machine, and their next effort, the Supermarine "Baby," established a record for seaplane speed which was not equalled for some considerable
time. Incidentally this same machine was the first flying boat on which "looping" was carried out successfully.
Since the Peace they have produced the "Sea Lion," a small boat which, propelled by the 450-h.p. Napier engine, must be amongst the fastest seagoing craft of the world, and with modified versions of the two-seater . war machines — equipped now with Beardmore engines— they have given con- vincing demonstrations of the safety and reliability of the flying boat as a commercial passenger-carrier.
Thus Supermarines have an established claim to be re- garded as specialists in the design of the 'moderate-sized fly- ing boat, and their Stand at Olympia should command atten- tion from all who are interested in the future prospects of over-water flying.
Their exhibit will consist of two- machines. Of these the "Channel" type four-seater, capable of carrying three pas- sengers or 540 lb. of goods, is a type which has already shown its excellent qualities of combined air and seaworthi- ness.
Fitted with a Beardmore engine of the famous 160 h.p. type, it, is economical of fuel and reliable of running, and it has a performance adequate to meet the normal vagaries of even this climate.
The second exhibit is of a new type, and is known as the "Sea King." It is designed as a war machine, though it should make an appeal to sporting pilots who wish to indulge in sea-plane racing — if and when the Royal Aero Club will oblige by organising such a sport.
Like the "Channel" type, the engine is a 160-h.p. Beard- more, but this is a one-seater equipped with a machine-gun, and capable of carrying two 50 lb. bombs in addition. The performance with this load is extremely good — speed, 50 to 96 knots, and lo,ooo ft. in 20 rnin. — so that one may safely assume that, divested of the appanages of war it should give an excellent account of itself as a racing machine under any reasonable form of rating or handicapping.
VICKERS, LTD.
That Vickers Ltd. — one of the greatest of all the manufac- turers of war equipment of the worldr— should have recognised as early as 1910 that aircraft would play an important part in the wars of the future, proves that military communica- tions do not invariably corrupt good imaginations.
That in the few years which followed the same firm should have spent many thousands of pounds on experimental aero- plane and engine work without encouragement or promise of reward from those powers which were ultimately to benefit therefrom, proves a number of further propositions — amongst them that the generally held opinion that great riches are incompatible with faith is a fallacy.
That the war having come and gone — and with it, to all ap- pearance, all hopes of further immediate profits for the air- craft manufacturer — the firm should continue to design and build aircraft for commercial purposes proves still further that Vickers, Ltd., possess foresight, imagination and enter- prise to an extent which many would declare to be impossible on the part of so huge an organisation.
Altogether the history of the Vickers Aviation Department proves that the faults typical of Governmental Departments are not inherent in the immensity and complexity of a great organisation, but are due to the fact that Government De- partments have not the incentive to hard and intelligent work which the necessity for paying dividends may provide.
That Vickers products should have played a large part in all branches of the late war may be taken as but natural ; suffice it therefore to emphasise the post-war achievements of Vickers Aircraft. And for such emphasis needs it more than to recount that the first direct flight across the Atlantic was accomplished on one Vickers aeroplane, that the first flight from England to Australia was made by another, and that the_ major portion of the only flight from England to South Africa was also made by a Vickers. Further and additional
emphasis, if such be required, is that though much has been written and said of late as to, the value for commercial pur- poses of amphibian aircraft, the first such amphibian of post- war date to be both built and tested is — so far as at present known — the Vickers "Viking."
Of their exhibits at the Show, the "Vimy Commercial" will be the most imposing. This, of course, is the famous "Vimy" of trans-Atlantic and Australian fame, but fitted with a special fuselage for the conveyance of passengers and goods. The fact that the "Vimy" is a twin-engine machine, and that such a new fuselage — conditioned as to its form and arrangement by none of the cramping requirements of war work — can be fitted robs the epithet, "a converted war machine," of all its sting in this case.
The Amphibian "Viking," though less imposing in appear- ance than the "Vimy," is at least as worthy of attention, partly for the reasons set out above, and partly for its own merits.
Although but a relatively small machine, some 45 ft. or so in span, it is a fiye-seater flying boat with a retractable land undercarriage which not only allows it to ascend and alight on either water or land, but which enables it to dispense with all the troublesome incidentals which usually intervene at the bringing ashore of a seaplane — or still more at the immersion of a land machine.
The combination of the qualities of a land and a water machine appears to have been effected with no sacrifice either in the comfort of the accommodation provided for the passengers, in the performance of the machine itself, or in its airworthy qualities.
For the rest the Vickers exhibit will comprise models and photographs bearing upon the aerial history of the firm, and samples of the products of direct or indirect aerial interest which they and their associated companies produce.
THE WESTLAND AIRCRAFT WORKS.
Of the many concerns who entered upon the trade of air- craft building under the stress of war few now remain. But those few are a worthy accession to the industry, for their continued interest therein is a token that they propose to take a share in the difficult and expensive task of building up the commercial aerial transport industry of the near future.
Amongst these newcomers the Westland Aircraft Works must take a very prominent place, for they were amongst the earliest of those who thus entered upon this branch of activity,
and because they have ever since shown that having entered they meant to enter thoroughly.
Arrangements to manufacture aircraft for the Air Depart- ment, the Admiralty, were made in 1915 by the board of Fetters, Ltd., of Yeovil, and in a veiy short space of time the delivery of Short seaplanes was begun, To seaplanes, Sopwith i| strutters and Delias were added, and during 1916-17 the firm's aircraft business had so extended that additional works and an aerodrome had to be acquired. Though actually a branch of Fetters, the aircraft works were run as a separate
Julv 7, 1920
Aeronautical Engineering
(Supplement to The Aeroplane.:
45
" VICKERS vimy COMMERCIAL"
1 Pilot and 11 Passengers or i£ Tons of Mail or Freight. Endurance 5 hours. A factor of Safety of 5 throughout.
Vickers-Saunders Flying Boats.
STAND No. 50, AERO EXHIBITION, OLYMPIA.
We are Exhibiting a
360 H.P. ROLLS-ROYCE AERO ENGINE.
Aviation Department :
Vickers House, Broadway, London, S.W.I.
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
46
(Supplement to The Aeroplane.)
Aeronautical Engineering
July 7, 1920
THE NEW WESTLAND LIMOUSINE (300 hp. Hispano Suiza). — A commercial machine carrying pilot and three passen= gers, or an equivalent weight of goods. As a passenger-carrier the machine is extremely luxuriously fitted, and as a mail or goods carrier it gives a very large, clear stowage space.
and distinct concern, under the name of the Westland Aircraft Works, and under the management of Mr. R. A. Eruce, who 'was released by the Admiralty that he might undertake this
task.
Westlands were not content with merelv building to the de- signs of others. Their first original products were two fighting seaplanes of the single seat type, N.16 and N.17. "These machines were fitted with a 'form of variable wing camber gear designed by the firm, and on test they gave' very ex- cellent performances. One of the many changes of "what served the Air Department in place of policy intervened, how- ever, and the machines were not reproduced.
Their next machine was a single-seat land fighter, designed to the more settled needs of the Air Ministry, known as the Westland "Wagtail," which was fitted with a then new type of air-cooled radial engine. This machine was characterised by its high performance and manceurability, the excellent view afforded the pilot, and the accessibility of the gun gear. Troubles with the engine were encountered which effectively prevented the Wagtail from taking any part in the war, but, with these engine troubles overcome, the "Wagtail" can compare favourably with any modern single-seater of the same power.
Next came>the Westland "Weasel," a machine designed to the call of the Air Ministry for two-seat fighters with the A. B.C. "Dragonfly." This machine followed fairly closely the lines of the "Wagtail" and possessed similar excellent quali- ties. \ novel feature was the Westland adjustable tail plane gear, which overcame the main objection to most previous gears of the type, in that it reduced to a minimum the amount of tail plane bracing and thus reduced the risks of firing astern from the rear gun position.
Since Peace the firm have shown their faith in the future of the aeroplane by designing and building machines ©specially for civilian transport service.
Of these the Westland "Limousine" is already well known by name at least to all who take an interest in the progress of aerial transport.
It is not quite so well known that there is also the West- land six-seater and mail carrier which has been specially de- signed for service in the Colonies, where communications are scanty, traffic relatively small, and consequently the very high capital cost of aeroplanes of the usual type is a serious deterrent to their use.
It is the intention of the Westland Aircraft Works to con- tinue the development of aeroplanes of both the war and the commercial types on rational and safe lines. Thus they will — -when commercial aviation comes to its own — certainly reap the due leward of their enterprise.
At Olympia they will exhibit the Westland "Mark II Limou- sine," a modified and improved version of the well-known Limousine which has already been described.
In the new model the engine has become a Hispano-Suiza of 300 h.p., and the fuel tanks have been removed from the fuselage to a position under the lower planes. They there take the form of two torpedo-shape tanks, one under each of the inner pair of interplane struts. The cabin space is thus enlarged appreciably, and at the same time the risks of fire are appreciably reduced.
The machine is thus an excellent example of the modern British commercial aeroplane — comfortable, strong, of an ex- cellent performance, and designed for economical operation.
Front View of the Westland Limousine. Gives an idea of the cleanness of the design. The objects suspended beneath the lower wing are the petrol tanks, and their removal from the fuselage adds considerably to the safety of the passen= gers.
THE BREGUET EXHIBIT.
The name of Louis Breguet appears in the list of exhibitors at the Olympia Show, but at the moment of writing it has not been possible to determine whether the exhibit is to con- sist of aeroplanes or of the Breguet-Bugatti power plant — or of some hitherto unsuspected branch of the Breguet activities.
Whatever the exhibit may ultimately prove, ft cannot fail to be of interest, not only as one of the very few .of French origin, but as the product of one of the first of the aircraft constructors of the first nation to take aircraft seriously. When the first Breguet aeroplane was designed or built is lost in the mists of early aeroplane history, but in 1910 a Breguet tractor biplane actually flew with six people on board. Dur- ing the war Breguet machines were in very extensive use by the French Air Services, and since the Peace the firm has. built and constructed commercial aircraft which have flown regularly on the Paiis-London service, as well as others em- ployed on the internal aerialf routes of .France.
In the Breguet-Bugatti power plant the firm have gone some
way towards the solution of that multiple engine problem which so many people are convinced is an essential prelimin- ary to the coming of the aerial freight carrier of the future. Therefore be the Breguet exhibit an aeroplane one or an engine one, it should in any case be of extreme interest.
THE ROYAL AERONAUTICAL SOCIETY AT OLYMPIA.
Arrangements have been made for a reception room for the members of the Poyal Aeronautical Society to be available during the Aero Show , which is to be held at Olympia from July 9th to 20th. Stands Nos. 94 and 95 have been allotted foi this purpose by the Exhibition Committee, and will be found immediately on the left of the Hammersmith Road entrance. A telephone, which may be used free by membters, will be installed, the number will be Plammersmith 2130. The room will be fitted up as a sitting-room, and current numbers of aeronautical papers will be transferred for this period from the Library at 7, Albemarle Street. .
July 7> 1920 Aeronautical Engineering (Supplement to THE AEK0?M at
WESTLAND
We are exhibiting a new Westland model at the Olympia International Aero Exhibition, Stand 61.
This machine is well worth th^ careful attention of Companies interested in Aerial Transport, and our Representative on the Stand will be pleased to supply fullest particulars to all interested.
< .
The machine is a modification of the now well- known Rolls - Royce ' engined " WESTLAND LIMOUSINE '' but is fitted with a 700 h.p. Hispano Suiza engine and has greater carrying capacity and endurance than the previous model.
WESTLAND AIRCRAFT WORKS
(Branch of PETTERS LIMITED)
YEOVIL - SOMERSET
Telephone : 1 4 1 (Four Lines.) Telegrams : Aircraft 141 Yeovil.
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
48 (Supplement to the aeropisne-) Aeronautical Engineering
July 1920
THE ENGINE EXHIBITS.
THE SIDDELEY TIGER. — A twelve- cylinder engine of 500 h.p. based on the B.H.P. designs, modified and improved as to construction by the Siddeiey Com- pany. One of the most marked features in (his engine is the extensive use of aluminium in the construction. Very • similar in its details to the famous six= cylinder " Puma," it must be regretted that it was not produced in time for war service. May it fare better in peace.
Armstrong=Siddeley Motors, Ltd., Coventry. Among those many firms who entered upon aircraft work during the period of war, the Siddeley-Deasy Motor Car . Co., Ltd., were of the relatively small number who made a real and original contribution to the aerial resources of this country. By apply- ing their immense capacity for organisation and their know- ledge of high grade internal-combustion engine design to the problem of the quantity production of B.H.P. engines, they provided the Royal Air Force with large numbers of that most excellent engine, the Siddeiey "Puma" of 230 h.p. Had war continued a little longer the Siddeiey "Tiger" of 500 h.p. would doubtless have become a common object of the aero- drome side.
Since that calamitous event, the Armistice, the Siddeley- Deasy Company has entered into alliance with the Armstrong- Whitworth concern, and has returned with great vigour to the business of producing high-grade automobiles.
Despite this they have in nowise renounced their interest
in aircraft engines, and at the forthcoming Show at Olympia they will show examples of both the "Puma" and the "Tiger." Even more, they will exhibit for the first time a range of entirely new aero engines. Of these it may suffice at the moment to state that they, are air-cooled, that they range in size from an engine suitable for the smallest of sporting single-seaters to one of 300 h.p., and that they have been designed by an engineer who during the war had almost unequalled facilities for carrying out experimental work on all types of aircraft engines.
The many interesting features of these new engines will be disclosed in due course.
An 11 cylinder 230=h.p. Clerget engine built by Gwynnes, Ltd.
Gwynnes, Ltd., Hammersmith Iron Works, W.C. During the war many firms who had not previously undertaken such work were turned on to the production of aero engines. With very few exceptions these firms were such as* had a fairly extensive experience in the manufacture of petrol engines for car work. It is therefore somewhat remarkable that right at the very beginning of that period — in 1914 — Gwynnes, of Hammersmith, should have been given the task of building Clerget aero engines.
The only possiDie explanation would appear to be that those in authority at that early date realised what must have been forgotten by some of their successors — that an engineer- ing firm with the wide experience of Gwynnes possessed qualifications for dealing with so new and difficult a problem as J:he manufacture of high-powered rotary engines, which might be lacking on the part of those who were firmly con- vinced that no petrol engine provided difficulties which they were not already aware of.
Whether that, or some other, be the explanation, the policy- was abundantly justified, and Gwynne-built Clergets in large numbers gave excellent service on all the fronts. Later, when the Bentley or "B.R." engine had to be produced, Gwynnes very rightly were given a large share in the production there- of, and they carried out their part therein with complete success.
The war has now ended, and the production of aero engines has fallen to a negligible quantity, but Gwynnes have not therefore abandoned this branch of their business. They will show at Olympia engines of both the Clerget and the B.R. types of their manufacture. In particular they will exhibit a new type of Clerget engine of their own design, which is specially suitable for those classes of commercial aircraft which require an engine of moderate h.p., light weight, and reason- able price.
It should, be noted that Gwynnes, Ltd., hold the British rights of the Clerget patents and are the British agents for this t»ype of engine.
July y, 1920
Aeronautical Engineering (Supplemeut to THE AEROPWNE , 49
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Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.
KINDLY MENTION ", THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
(Supplement to The Aeroplane.) Aeronautical Engineering
July 7, 1920
D. Napier and Son., 14, New Burlington St., W.i. Many years ago, when Britain was yet pre-eminent amongst the nations of the earth in the realms of shipbuilding and en- gineering, and at a time when the. Clyde signified something other than merely a hotbed of revolutionary labour shirkers the name of Napier was one wherewith to conjure. It seems to be the fate of all real pioneers in the realms of industry building that they either achieve material success .and that thereafter somnolence overtakes them, or that when success becomes imminent and the joys of pioneering threaten to vanish from their particular branch of human endeavour that they should leave the territory they have explored and seek for fresh and undiscovered fields for adventure.
What precisely may be the connection between the firm of b. Napier and Son, Ltd., of to-day and those now nearly forgotten Napiers who had so large a share in the building up of the Scottish shipbuilding industry, cannot be exactly stated, but that the firm lives up to the traditions of its name is obvious.
For when Napier's started to build automobiles, the auto- mobile industry, so far as Britain was concerned, was an unexplored wilderness, whose natural resources were un- suspected, their existence even denied, by all of the character- istically stodgy British "captains of industry." Automobile engineering in those days was a thankless profession. Even at that date it was worried by a red flag, and it is perhaps an open question whether a red flag waved ahead of one's automobile was not a worse evil than that which is now daily waved — in theory, if not in fact — before the management of every engineering concern in the land.
It may yet be remembered that it was upon a Napier car that Mr. S. F Edge won the Gordon. Bennett Cup for Britain, constituting the first occasion whereon a British car met and defeated in open competition the best products of the motor car manufacturers of the world.
Whether it be that the monotony of successful motor car manufacturing is telling upon the nerves of the Napiers of to-day, or whether the mere existence of a new and difficult field for their enterprise suffices to arouse their primeval instincts, is again unknown, but their embarkation upon the business of aero engine manufacturers proves that those instincts persist.
Unfortunately, thanks to the manners and customs of Government departments, the Napier aero engine was not allowed to see the light of day till just too late for quantity production for war purposes, and thus its designers were deprived of the market which their efforts so thoroughly deserved.
Despite this and the fact that they have had no other outlet for this particular product than the very limited one provided by the peace time state of aviation, the Napier Aero engine has established its reputation as an engine which may take as high a position in its particular branch of human effort as did the early Napier cars in theirs.
The Napier "Lion," as it is generally known, is by now fairly well known by sight and by name to those who are interested in such affairs. It is a 12-cylinder engine with its cylinders arranged in three rows of four, developing be- tween 450 and 500 h.p. In appearance it is handsome, and its performances are in accord with its appearance. Its weight is low, it is compact — under 5 ft. long overall — its fuel and oil consumption show remarkable efficiency, and it has proved its reliability under the very searching test of daily com- mercial use between Paris and London, not to mention that it has already assisted at the setting up of 24 British air records.
Thus for anyone interested in aero engines the stand where- on this remarkable example of Napier enterprise will appear at Olympia will certainly provide a centre of great interest.
The Napier 450=h.p. twelve^cylinder aero engine.
One cylinder line of the Napier engine showing that, despite the complex appearance of the whole, the units composing it are simple.
Rolls-Royce, Ltd , London and Derby. For some long period during the war it was the habit of British pilots to admire the reliability of their opponents' aero engines and to lament the absence on their own side of any comparable English product.
It is not quite so generally known that for nearly as long a time it was the habit of German aero-engine experts to bold up to the engine makers of Germany the very high pitch of perfection to which Allied engine designers had brought their art.
It is perfectly true that the "expert" will often praise the design of an engine wherewith no pilot would willingly risk his life, but that the German experts were not altogether without reason is shown by the fact that the Allied engine for which they reserved their highest praise was also the engine which first gave to British pilots the sense that at last they had an engine which could compare with the German types in this matter of reliability, and which in addition allowed them to outfly and outclimb the enemy machines. It is needless to state that this engine was the Rolls-Royce.
It is of inteiest to remark that one of the special features of the Rolls-Royce engine — its epicyclic reduction gear — was of very particular value to our late opponents. They had long been seeking to avail themselves of the decreased weight per h.p. which could be attained by -high-speed engines, but the difficulties of constructing a satisfactory reduction gear for long baffled them.
Captured samples of Rolls-Royce gears supplied a certain inspiration and the epicyclic reduction gear of the modern 12- cylinder Benz engines bears unmistakable sign of Rolls-Royce influence. The photographs here reproduced are from amongst those which were taken by German official agencies and circulated to German engine makers for information.
They accurately represent the Rolls-Royce gear of the war, and doubtless those in attendance at the Rolls-Royce stand at Olympia will be glad to inform the curious as to the im- portant modifications which have since been made in this very important part of the engine.
But in any case, the Hawk, the Falcon, and the Eagle engines will inspire great interest on account of their war and post-war records, while the Condor which will there m?>ke its first public appearance will emphasise the wisdom which our late enemies displayed in sueing for peace when they did.
The Sunbeam Motor Car Co., Ltd. In 1899 the Sunbeam Motor Car Co., Ltd., was founded in Wolverhampton by the joint efforts of the Alderman John Marston, J.P., and Mr. T. Cureton, the present chairman of the company. They started work with the. aid of three men, a boy, and a deter- mination to make a success of the business, and in that year they produced a car, built throughout at their own and the allied works of John Marston, Ltd. This car ran — which was unusual amongst British-built cars of that date.
From that beginning progress came surely and not par- ticularly slowly. In 1904 1 the firm produced to the designs of Mr. Pullinger, now the "P" of the B.H.P. aero engines, the four-cylinder T-head engined 12-14 h.p. Sunbeam car, which in the same year successfully ran from John o' Groats to Land's End. Next year a somewhat more powerful Sun- beam made a return "trip over the same route without an engine stop.
In 1909 the firm secured the services of M'r. L- H. Coatalen as chief engineer, and immediately produced a 16-20 h.p. Sunbeam which scored many notable successes in competitions and "hill climbs throughout the country. In_ 1912 Coatalen- designed Sunbeam cars scored an overwhelming triumph in the combined race for the Grand Prix and the Coupe de l'Auto. Three Sunbeams finished third, fourth and fifth in the open category of the Grand Prix, whereas no more than one of anv other make finished, and for the Coupe de l'Auto
July 7, 1920
Aeronautical Engineering (supplement to the akommb.) 51
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is now the order of the day |
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The days when B.H.P. was the only criterion, ended with the Armistice. |
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FOR RFT TARTT TTY AND FCONOIVTY THF POST-WAR BEARDMORE is the aerial equivalent of the most reliable car engine. |
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This type is wanted to-day for successful Aero Transport, ( of Passengers, Goods or Mails. |
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Trick flying has never been a part of BEARDMORE'S repertoire. Solid performances in useful work have made the name famous. |
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Many of the largest manufacturers of Aircraft, among them the makers of the New "Aero Triplane," are standardizing with BEARDMORE ENGINES. |
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VISIT OUR |
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STAND No. 65 |
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AT THE |
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AERO EXHIBITION |
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OLYMPIA, July 9th to 20th. |
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BEARDMORE AERO ENGINES, LTD., 112 Great Portland Street, London, W.l. Telephone : 238 GERRARD. Works Parkhead Steel Works, Glasgow. |
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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS,
52
(Supplement to The Aeroplane.)
Aeronautical Engineering
July 7, 1920
Fig. 6.
Fig. 1.
Fig. 2.
; i Fig. 5. '
SOME ROLLS=ROYCE DETAILS. — The photographs reproduced on this page were among those taken at Adlersdof by the German equiva= lent of our Technical Department, and represent some details of the reduction gear of the RollsRoyce " Eagle " engine. Fig. 1 shows the engine with the gearbox in situ. Fig. 2 is a view of the complete gear in position, but with the cover removed. Fig. 3 is a view from the crankshaft end of the airscrew shaft, showing one of the spiders carrying the planet wheels and the inner end of the airscrew shaft. Fig. 4 is the same unit in side elevation, showing the planet wheels and the ring carrying the airscrew front bearing. Figs. 5 and 6 show respectively the airscrew shaft pinion and a planetwhee! unit.
Fig. 3-
Fig. 4-
July /, 1920 Aeronautical Engineering ^^10 ^^™., 53
THE BOULTON & PAUL— P. 9.
An Aeroplane which is a Sound Commercial and Private Proposition
In this P. 9 Machine we have, we feel, solved the problem of providing an Aeroplane which is a sound business proposition — and which combines with low cost the great essentials for Commercial and Private use. All our great resources of material and craftsmanship have been utilised. Scientific Research and Experiment by a staff associated with flying from its beginnings coupled with the great Experience gained through the building of thousands of Aeroplanes during the War, have been concentrated in the production of this P. 9 lYJodel.
for both Flying and Engine are fitted in the fron and rear Cockpits to enable the machine to be flown from either position. The exhaust from engine is discharged behind the rear Cockpit giving a silencing effect and freedom from fumes. Two standard cases are provided for luggage and form part of the fairing immediately behind the rear Cockpit.
The uses to which this compact and efficient machine can be put are wide and various, and will suggest themselves to those who have been await- ing the stage of Aeronautical Development now reached by the P. 9. It can be used for dozens of Commercial Purposes. The same type carried photos from R. 34 direct to London. It has been sent to Australia for Sheep-runs — and will soon be in use in various parts of the world for Exploring Uncharted Territory, Examining Timber Tracts, Fighting Forest Fires, Carrying Mails to Distant Mines, Transition of Colonial Mails to Mail Steamers, and for General Patrolling and Police Purposes.
t
If you are interested — write for full particulars. State your needs or purpose, and our engineers will consider every detail closely — to advise soundly.
; As/ O R. W/ C ' ' — LONDON OFFICE ADDRESS: 135-137, QUEEN VICTORIA STREET, E.C.4,
It is a Two-Seater — Single Engine Tractor — which has attained on test a speed of over 100 miles per hour.
Its outstanding features are : — riiFAP Awn The Initial cost is extremely
EASILY HOUSED, low— —and the cost of running for a machine of this type and performance is reduced to a minimum. Owing to its small size it is easy to handle on the ground and requires but little accommodation. The principal dimensions are: Span, 27 ft. 6 in. ; Length, 25 ft. ; Height, 10 ft.
FASY TO The P. 9 has a big speed range, and low FfV landing speeds, and this combined with
Stability at all trimming speeds and well-balanced controls, allows the machine to be flown for long periods without undue fatigue. It also gives the maximum of Safety possible. rnin't^DT ivn The comfort of the Pilot and CONVFWENCE Passenger has been specially CONVENILNCb. considered- Each Cockpit is
roomy and fitted with our special Seats. Controls
KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
54 supplement to lauouni Aeronautical Engineering
July 7, 1920
the same cars were classed first, second and third. This performance effectively established the "claim of Sunbeam cars to rank with the best products of the world, and nothing that has since occurred has modified that claim.
The firm which in 1899 staked its hopes on the future of automobilism lost nothing of its enterprise as a result of years of success, and with the coming of aviation the firm turned its attention to aircraft engines, and circa 1912 Mr. Coatalen bad designed and built an experimental 150 h.p. 8-cylinder water-cooled aero engine, and installed it in a Maurice Farman biplane for practical tests in the air.
With the late Sir John Alcock as pilot-mechanic the engine was given most exhaustive trials, and thus it came about that when in August, 1914, war found Britain devoid of adequate manufacturing facilities for aircraft, it had at least the great Sunbeam car factory and a tested British air- craft engine design amongst its assets. The history of the work which was done by the early 150 h.p. and ,225 h.p. Sunbeam engines is practically the history of the seaplane work of the R.N.A.S., and for that there is no space here.
Naturally enough Mr. Coatalen was not content with these early products, and throughout the war Sunbeam's continued to produce bigger and better engines, despite occasional set- backs inflicted by ignorant and incompetent engine experts in high places.
The demand for Sunbeams far exceeded at last the capacity of the Sunbeam works, and engines to their design were built in at least four other factories in this country, and in addition licences to build Sunbeam engines were granted to firms in America and in Switzerland.
Sunbeam engines were used not only by the British Air Forces, but by the Russian and the French Services. They have served in all climates from that of the north of Russia to those of Mesopotamia and the centre of Africa, and they everywhere gave good service.
Since the war they have crossed and recrossed the Atlantic in R.34, and as with the coming of commercial aviation it is safe to predict that Sunbeams will be found playing an ever increasing part in that illimitable field.
The Sunbeam exhibit at Olympia will show that the firm is even yet not content with the laurels it has gained, for it will exhibit the complete range of its present standard aero engine types, from the little 6-cylinder 100 h.p. Dyak to the great 800 h.p. Sikh.
The Zeitlin Engine Co., Outer Temple, 222, Strand, W.C.2. The aero-engine in its short, if eventful, history has shown signs of being nearly as liable to periodic changes of the nature of fashions as is woman's dress. Air-cooled engines and water- cooled engines, vertical engines and vee engines bp.ve pll of them had their periods of favour and of neglect, but from the first appearance of the 50 Gnome till to-day, the rotary engine has shown itself steadily unmoved by the whims and fancies whicn dictate these varying phases.
From the beginning rotaries have been denounced as being fragile, delicate, and unreliable, as wasteful of fuel and of oil, as mechanically unsound and as gadgety, and yet throughout this period rotaries have steadily been built into aeroplanes for certain special purposes, and have there gi\ en results which no other type yet produced has quite succeeded in improving.
It is true that at the present moment the number of machines being built with such engines is comparatively small, and that there seems to be a general consensus of opinion that the present types of rotary, now that the war- time disregard for the cost of operation and of maintenance has vanished, cannot hope to survive much longer.
Nevertheless, the many splendid performances which stand to the credit of rotary engines — performances some of them possible with no other co-existent type — is evidence that they possess good qualities of their own, and that if the rotary prove that it can be developed to overcome some of its more patent commercial weaknesses it may yet survive for some long time.
It must be presumed that the Zeitlin Engine Co. believe that these weaknesses may be remedied, otherwise it would scarcely have chosen this as an oppoitune moment for de- veloping and displaying a new engine of the type.
At Olympia there will be shown a Zeitlin 9-cylinder engine, designed to develop 220 h.p. at 12,000 ft- In external appear- ance the engine has at first glance the appearance of a con- ventional example of the type. The chief obvious difference is that, instead of the cylinders being set round the crankcase in one plane, they are staggered, each cylinder being at a different distance along the length of the crankcase. '
Actually the engine is widely different in its interior economy and its special feature is that the stroke of each piston varies from stroke to stroke according to the particular function of that stroke. Thus in the 220 h.p. engine the suc- tion stroke is 226 mm., the compression stroke 203.5 mm., the working stroke is 181 mm., and the exhaust stroke is 203.5 mm.
The excess length on the suction stroke is at the lower end of the piston travel, and results in the piston overshooting an induction port whereby a rich mixture is admitted to the cylinder. The compression stroke is normal, and the working stroke is shortened so that the piston does not uncover the inlet port. The exhaust stroke is lengthened upwards and the piston reaches practically to the cylinder head, thus very completely clearing out all the exhaust products. This will suffice to show that the engine has the merit of at least novelty, and it should attract all those interested in aero- engine design. That the engines are being built at the works of W. H. Allen, of Bedford, should secure that they are ex- cellent specimens of the engine-builder's craft.
MORE ACCESSORIES AT OLYMPIA.
Since the publication of the previous issue of The Aero plane the exhibitors dealt with in the following notes have
signified that they are exhibiting and have indicated the nature of their exhibits.
The Aviation Assurance Association, j, Royal Exchange Avenue, E.C.3.
The Aviation Assurance Association is a body which was formed by certain of the most enterprising and courageous members of the insurance business for the special purpose of attending to the new branch of that business which the de- velopment of aerial travel was bound to bring into existence. The policies dealt with by the concern are issued by the under- writing members of Lloyds, The Eagle, Star and British Dominions Insurance Co., Ltd., and the Excess Insurance Co., Ltd., for whom the Association acts as agents, and their business is under the management of Mr. H. Barber, well known to all who have followed the history of aviation for his early work as an experimental aeroplane designer.
Thus the Association is obviously in the front lank as an insurance concern, and has a practical knowledge of the special conditions which pertain to aviation which could scarcely be bettered.
At their stand at Olympia full particulars as to the aerial policies which they are prepared to issue will natuially be available, but even to those who have Uttle to insure and nothing wherewith to insure it, certain of their historical ex- hibits will be of interest. Amongst them is the first policy issued to cover an Aerial Trans- Atlantic cargo risk. This was effected on a consignment of platinum, shipped per H.M.A. "R.34" from America to England.
The British Emaillite Co., Ltd., 5, Hythe Road, Willesden, N.W.
Generally as a dope of the first quality Emaillite requires little introduction to the readers of this journal. Nevertheless, it seems generally to be imagined by those who are not ; directly concerned with the manufacture and use of dope, that Emaillite is just Emaillite, and that there it ends. The British Emaillite stand may serve to enlighten such, for they will there discover that there are special dopes and special methods of using that dope according to the result that it is desired to attain. For instance, a machine to be used for tropical services will be doped — if those who dope it know their business — according to Emaillite Scheme X — while standard type machines to be used under less trying conditions may with economy use Scheme B.
Moreover, for school machines, where the chances of a dope surviving for the term of its natural life is small, an even cheaper but reliable scheme has been provided.
Then there are dopes and doping schemes for airships. Emaillite protective varnisTies for aircraft, pigmented dopes of many colours, varnishes, wood fillers, paints, and the like mysterious compounds.
Further and beyond these the Emaillite will exhibit the air- screws, components, and aeronautical instruments which are so well known under the initials G.A.C-
The Gas Accumulator Co. (U.K.), Ltd., Beacon Works, Brentford.
The problem of providing