Doings at Hendon.

Really those Hendon aviators are a remarkable crew. It has now become a kind of point of honour that there must be week-end flying, weather or no weather, gate or no gate, and in consequence there has not been a single blank weekend this year. Last Saturday, dismal as it was, Messrs. Noel, Desoutter and Pickles were all out flying strongly, and on Sunday, which was worse because of the wet, there was quite a lot of really good flying. Mr. Noel took up many passengers on the 80-h.p. Farman, several times going out of sight across country. Mr. Gates was doing his favourite banked turns on the 50-h.p. Grahame-White biplane. Mr. Manton, who is improving every week, was flying high in quite a nasty wind on the same machine.

M. Desoutter, on the old 50-h.p. Blériot, went up to 2,500 feet, through the clouds and into bright sunlight, which shows that our dismal climate is only skin deep, though that is little satisfaction to us subcutaneans. Presumably some day we shall all go up for a sun-bath whenever we have nasty dull weather.

The Handley rage monoplane, which came over from Brooklands in the fog early the previous day, and nearly lost itself with Mr. Hardwick on board, was out all day on Sunday, among the passengers being Messrs. Meredith, Fletcher, de Grey-Warter, and Mr. Plant, the popular, but firm and businesslike Cerberus of the aerodrome, who, strange though it may seem in one who has been so long and intimately connected with aviation, made his first flight. His enjoyment was evident, though he did not feel quite equal to taking the pilot's advice to I stand on the seat and look out" if he wanted to see more, for a first flight at 600 feet or so on a gusty day is not quite as inspirative of confidence as a railway train.

64

The latest attraction at Hendon is the beautiful Maurice Farman, goggle eyes and all complete, which was at the Paris

Mr. Manton, the young Grahame-White pilot who is flying so well at Hendon.

Show. She ought to be out by the end of this week, and will probably be used for passenger work, for which she will be even more comfortable than previous machines, as the passenger sits low down behind the pilot and so gets much more shelter.

At the Deperdussin establishment a new British-built "monocoque " is expected before long. Mr. Brock will probably have charge of this and of the 100-h.p. two-seater, and to relieve him of some of his work Mr. Brereton, who flew so well on a Blackburn at numerous exhibitions this suminer, has been appointed to look after the pupils and their machines.

At the Grahame-White works, the 90-h.p. three-seater biplane with the engine in front and the propeller behind is coming along nicely and should make her first flights before long. She is one of the best built machines I have seen for a long time and ought to be a useful type for military purposes.

The Bréguets have been out testing at intervals in the hands of M. Richet, but details of engine mechanism have been giving some little trouble, so no big flights have been made, though while the engines have behaved the machines have flown excellently,

At Blackburn School the weather has been very unpropitious all the week. Time was well spent in the hangar making new planes to replace the somewhat dilapidated ones of the rolling machine, thus in some measure relieving the staff at the Leeds factory, where at present there is considerable pressure of work. After this great things will be expected of the rolling machine.

At the Ewen establishment Mr. Lewis Turner has been appointed chief of the school, as the forthcoming developments in Mr. Ewen's business-shortly to become W. H. Ewen, Ltd.-will take Mr. Ewen away from Hendon a good deal. The new firm has received powerful backing in Glasgow, where several business men of importance have interested themselves in the affair, and before long Caudron biplanes, monoplanes, and hydro-aeroplanes will be built in Scotland. Lanark will be the testing ground and machines will be built there at first, pending the organisation of a proper establishment near the Clyde. The Firth of Clyde offers great opportunities for water-fliers, and the district can provide workmen of the highest class, so the new venture should be a great success. Mr. Ewen's plucky fight against Scottish caution in taking up aviation either as a sport or an industry has merited its reward, and all will wish him a prosperous career as a manufacturer.

Altogether things are beginning to move at Hendon, and after the "turn of the year we should see some remarkable developments there. Mr. Gates tells me that he could already let all his sheds twice over, and a number of new sheds will soon be built, so many fresh machines will be seen there in the new year. Mr. Grahame-White and Mr. Gates are to be congratulated on the development of the aerodrome, and they well deserve the success they have won.-C. G. G. The Aeronautical Society.

LOAN EXHIBITION, SCIENCE MUSEUM, 1912-13.

A temporary collection illustrating the development of aeronautics is now being got together at the Science Museum. The exhibition will last about six weeks in December and January. The Society is contributing many portraits and prints, Stringfellow's model aeroplane and light-weight steam engine, the Pilcher Glider from which Pilcher met his death, and a Lilienthal Glider. Members possessing relics of early pioneers are requested to communicate with the Secretary at 11, Adam Street, Adelphi, W.C.-BERTRAM G. COOPER, Sec. To Photographic Readers.

At this time of the year, when the taking of photographs does not occupy so much time as in the summer, one has an opportunity of working up artistic pictures from photographs taken earlier in the year. When thus engaged, one cannot do better than experiment with the new coloured tabloid toners recently introduced by Messrs. Burroughs Wellcome and Co. The tabloid blue toner provides a ready means of toning bromide, gas-light prints and lantern slides to a very pleasing colour. The depth of colour follows the gradation of the originals, so that the shadows are a rich deep blue followed by a pleasing gradation through the half tones to the high lights. which are particularly pure. The green toner also gives excellent effects, especially for landscapes with plenty of vegetation in them, while the blue is particularly suitable for photographs of hydro-aeroplanes or pictures with water in them. The method of using the toners is quite simple and is fully described in the packet.

The following notes give further details of the 1913 type Adler cars which were so successful at the Olympia Show. One of the chief beauties of the Adler is the way in which

The Adler Power Plant.

the motor, complete with the gear-box, is built up as one solid self-contained group of machinery. This group is carried on four points, one in front of the engine, two arms level with the fly-wheel and one point on a cross member behind the gearbox. This simplicity of design results in considerable advantages in construction, and permits the motor to be built into the car accurately and solidly, and independent of any errors in the erection of the car itself. Also this single unit system makes a beautifully clean engine, and absolutely keeps dirt out from the working parts. It further permits the elasticity of the frame to have full play without deforming any portion of the drive which is not intended to move. Owing to the general cleverness of the design, the various parts of the motor, oil and water pumps, carburetter and ignition gear are quite easily accessible.

As regards the frame, this is of "U" section pressed from the best quality steel, and consists of two longitudinal members connected by four transverse members, which are riveted to them. The front springs are the usual semi-ellipse, and the back springs are a long three-quarter ellipse combined with an inverted "C." all the shackle bolts being provided with Stauffer greasers.

The front axle is a particularly strong "I" section forging, and the front wheels have unusually large bearings.

Extreme care has been taken in the design of all steering parts, so that the safety of these very vital details can be absolutely guaranteed.

The back axle is of simple but sound design with cast steel cases, the actual driving axle carrying no weight.

All the

rear axle transmission gear runs in an oil bath, so that one gets beautifully smooth running. The engine is the usual four-cylinder vertical cast in pairs, the water jacketing being of large dimensions. All valves are on one side of the engine, and a valuable improvement has been added in the adoption of a duplex valve, which has a double seating. The ordinary mushroom valve head has a cylindrical continuation downwards, which has a seating of its own, and acts as a piston slide. The consequence is that the valve can be lifted before the current of gas starts, and results in a high power output due to the reduction of the throttling of the inlet and exhaust gases. All valves and parts are interchangeable and very easily adjusted. Lubrication is by rotary pump, delivering cil under pressure to the various points requiring lubrication, and all splash lubrication is obviated, and the consumption of oil is very low.

Duplex Valve Gear.

The carburetter, which is of the Adler Co.'s own design, is as nearly automatic as a carburettor can be, and the dashpot control of the extra air valve insures economy in petrol consumption. The mixing chamber is heated by water from the cylinders, but in spite of this the carburetter is

Adler Back Axle Arrangements.

easily removed for cleaning. All cars have dual ignition, the magneto being easily removable.

The triangulation of the tube enclosing the cardan shaft is exceedingly neat, and has proved its efficiency in use on the

heaviest cars. The brakes are thoroughly effective, and can be depended upon in even the hilliest country.

The bodies on all Adler cars are built by the famous firm of Morgan and Co., Ltd., who are one of the oldest and best known firms of carriage builders in the trade.

The smaller models of car are equally well designed and built, and in all types the Adler can be depended upon for workmanship and wearing qualities.

The makers of the car do not claim excessive speed for it, and have never indulged in an extensive racing stable, but the writer knows that with proper tuning they can be made to go at least as fast as anything of the.r size on the road. The following are the bore and stroke of the various sizes of engines:10 h.p. 65 X 99 mm. 12 h.p. 75 X 103 mm. 55-65 h.p. 125 x 160 mm. 35-45 h.p. 114 x 116 mm.

25-35 h.p. 15-25 h.p.. 14-18 h.p.

92 x 148 mm. 80 x 130 mm. 75 X 118 mim.

The Dash for Winter Sports. Those who are thinking of going to Switzerland for their winter hondays, and who want to know all about it beforehand, certainly ought to get a copy of "A Dash for. Winter Sports," by H. M. Maitiand. Mr. Maitland's contributons to "Air Currents" in THE AEROPLANE, Over the initials H. M. M., will be remembered for the knowledge they displayed of aviation from the inside, and apparently his knowledge of winter sports is quite as intimate. His description of the journey by train up the Alps, with the passengers whiling away the time with that touching melody "Il est defendu de se pencher dehors" is one of the finest pieces of descriptive writing in all literature, and his instructions for the treatment for frost-bite, broken legs, etc., are calculated to increase the death roll of the Alps by several hundreds per annum. Altogether the book is one of the most hilarious things that has appeared for quite a long time.

A Silver Model Aeroplane.

Those who are on the look-out for really good Christmas presents for their friends at high or low prices are strongly recommended to pay a visit to Mappin and Webb's premises in Oxford Street, where there is a wonderful selection of beautiful things. If one cannot go in person, it will be well to write for the firm's list which is almost equally tempting. Some little time ago Messrs. Mappin and Webb produced quite the best silver model of an aeroplane it has been the writer's lot to see. This was made for Mr. W. B. R. Moorhouse, and was an exact copy of the Radley and Moorhouse Blériot, and the firm are prepared to make similar models of any machine required. The accompanying photograph of the model will give some idea of the excellence of their work.

Quite recently a model of the Cody biplane has been produced, which is, if possible, better than the R. and M. model. Everything is exactly to scale, and even such details as the knots in the bamboos and the ignition switch and wires have been carefully put in. This model can be seen during the

next week or so at Mappin and Webb's, and it is wel! worth (going to see, only it will be well to "put money in thy purse," for the other things in the shop are so fascinating that it would be hard to have to come away without buying. The Cody model is to be presented to Mr. Cody by the Shell Spirit Company.

The Handley Page Trip.

The passenger in the Handley Page monoplane from Brooklands to Hendon on Saturday last writes:-"To the joys of flying in wind gusts up to forty-five miles per hour, our hard worked monoplane has this week-end teen indulging in the pleasures of flying in a fog. Last Saturday the machine was left at Brooklands, as the engine was in need of overhauling. It was cleaned up enough to make it last the journey, so that it could be properly overhauled at our own works, which are quite close to the Hendon Aerodrome. The wind velocity registered on the ground at Brooklands was twenty miles per hour, and a heavy mist and fog did not make matters easier.

"Just about noon the propeller was swung round, and the machine merrily started, climbing 400 ft. in the length of the aerodrome. At 600 ft. the machine entered the clouds, and so dense was the mist that the rudder was invisible to both passenger and pilot. A descent to 400 ft. made matters a little better. An attempt to steer by compass failed owing to the card sticking.

"By wide sweeps to right and left over the hazy landscape, Ealing was at last discovered on the port beam. It should have been to starboard. The pilot, making a wide turn to the north, earnestly entreated the passenger to look for Harrow. The passenger stared into the fog with distended eyeballs, but could see nothing. Soon afterwards, a violent dig in the ribs from the pilot's elbow conveyed to him the welcome news that Wembley was still in its proper place on the map. Then the fog closed down again and blotted everything out. In the meantime, the engine becoming discouraged, steadily shed revolutions. The pilot descended until the fields were once more visible, and resumed the old scheme of casting from right to left. A gusty wind, now astern and anon on either beam, caused the monoplane to surge like a motor-boat in a following sea, albeit on an even keel. Suddenly the passenger caught the faintest possible glimpse through the fog of a ridge, which he identified as Harrow. Calling the pilot's attention to it, the course was again altered to the northward. A little more groping, coupled with various adjustments of the petrol to encourage the engine, and the waters of the Welsh Harp appeared away on the left. Shortly after passing the reservoir the Hendon Aerodrome appeared. Avoiding the sheep, a landing was made in front of the sheds, and pilot, passenger, and suit-case extricated themselves from the cockpit and retired to indulge in a well-earned lunch at Mr. Reeves' restaurant, having spent a most variegated eighteen minutes."

This machine is certainly demonstrating its effectiveness as a flying machine, as well as its automatic stability, very thoroughly.