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VOL. III. [REGISTERED AT THE G.P.O.] THURSDAY, NOVEMBER 7, 1912.

No. 19.

In the foreground is a Caudron wing-tip. Then the Drziewicki-Ratmanoff monoplane. Next is the big Zodiac. Beyond

it are the two Savarys. Beyond again are the Hanriot, and then the confused mass of machines in the centre of the Salon.

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The Report on the Military Competition.

The report of the Judges Committee on the Military Aeroplane Competition is one of the most valuable documents yet produced in connection with aviation, in that it gives a perfectly unbiassed and trustworthy opinion on a number of the leading makes of aeroplanes, these opinions being formed from actual experience by men who know what they want, and mean to get it. So important is this report that it is necessary to produce it in full. Comments have been interpolated where it has appeared to the present writer that further remark may suggest food for thought or throw light on doubtful or disputable points. Statistics concerning the machines have been omitted, but may be referred to later on.

large measure built in the sheds on the competition ground. Two machines, the Aerial Wheel monoplane and the Piggott biplane, had not made a flight by the 24th day of the competition; the competitors who entered these machines were then instructed to withdraw them. Several other entries suffered from being either unprepared or untried.

The tests were carried out as follows:

Assembly of aeroplane after delivery in packing case.An officer observer was detailed for each aeroplane. The aeroplane was removed from its case, and the time of erection reckoned from the moment when the various portions were loose upon the ground until the complete machine left the ground in flight. Such points as the number of men ployed, ease of adjustment of parts, simplicity or otherwise of arrangements, etc., were noted.

em

Speaking generally, the monoplanes were superior to the biplanes in this test, and though one biplane, the "Avro,' completed it in 14 minutes, another-that of the Aircraft Company-took 9 hours to assemble and leave the ground.

[It is worth noting that in the transport test Mr. Busteed's Bristol monoplane was hitched to the car ready to start in 9 mins., and afterwards was assembled ready to fly in 8 mins. The Hanriot was taken down in 12 mins., and re-assembled in 17 mins. Its first assembling time, out of its case, was 14 mins. 45 secs. Per contra, the slowest monoplane was the second British Deperdussin, chiefly because no one troubled about it till the other machines of the same make were ready. It took 7 hrs. 15 mins. to assemble.]

Design, construction and standardisation of parts.The Judges' Committee examined and compared the details of construction of all competing machines, the staff of the Royal Aircraft Factory being called in to assist in making measurements and expert examinations as were required for the purposes of accurate comparison.

The Judges' Committee also individually and collectively examined all competing machines for convenience of handling, accessibility of all controls, and such other details as ease of communication between pilot and passenger, method of fitting dual controls so that they could be operated with equal ease, or nearly so, from either pilot's or passenger's seat, comfort, etc.; they also took careful note of the design of the landing gear of every competing machine, in order to form an opinion of its efficiency apart from the skill of the pilot. The competitors gave every assistance during these examinations, and though only a few produced drawings it was possible to arrive at definite decisions as to relative merits in the matter.

[It was the delay from December 14th to May 16th in issuing the second notice which accounted largely for the poor show made by British machines. Everyone was waiting for the final specifications before starting to build machines for the competition, as there was no guarantee that the desirable attributes of the first document might not become compulsory at the finish, and so necessitate the complete alteration of the design. The ultimate relaxation of the rules made things worse for the British makers, as it left a series of tests which could easily be passed by machines built for the French trials in the previous autumn, while no British makers had machines built of such size and power. Consequently the unfortunate British makers found themselves with about eight weeks in which to design, build, and test new machines. At the request of a deputation of British makers, as suggested in THE AEROPLANE, a postponement of a fortnight was granted, but it was not enough to save two or three makers who would otherwise have done well from being dismal failures. If those makers had been informed in February as to what was required of them-which could have been done but for the criminal lethargy of a couple of high personalities at the War Office-their machines would have done well, and we should by now have had a number of purely British machines in use by the Royal Flying petitor failed to attain a climbing rate of 200 feet per minute, Corps.]

Thirty-two entries were received, and twenty-five aeroplanes were delivered to take part in the competition. Four of these machines were in such an incomplete state that they were in

Three hours' flight, climbing test, altitude test.Each competitor was required to fill up his tanks with the fuel and lubricant which he considered sufficient for a flight of 4 hours. The competitor and his passenger (who was usually a military officer, although this was not insisted on) were weighed, and weight added, if necessary, to make up 350 lbs. Two pocket barographs, and, in most cases, an aneroid and stop-watch, were supplied to the observer, by which the rate of climbing and height attained and main tained were measured. The competitor was informed that his rate of climbing for the first thousand feet would be measured and recorded for competition purposes. If, however, the com

or if he was dissatisfied with his first attempt, a repetition climb was allowed as a separate test. The attainment of a height of 4.500 feet, and the flight for an hour at an altitude of 1,500 feet, were, however, considered essential parts of the 3 hours' test.