flights on biplane No. 3, Messrs. Fowler and Biard at circuits and Messrs. Roupelle, Morris and Shephard all rolling on same machine. On biplane No. 1 Mr. Hucks and Mrs. Stocks busy at circuits, Messrs. Biard and Manton at straights, and Mr. Roupelle rolling. Mr. Lewis Turner, on biplane No. 5, giving instruction to pupils and making several passenger flights. Mr. Hucks and Mrs. Stocks also put in useful work on machine. Mr. Grahame-White out on biplane No. 10 for test flight, found several adjustments necessary; machine consequently returned to works, Mr. Lewis Turner making further test later. Mr. Hucks also out on monoplanes No. 4 and 6, making several circuits. same FILEY.-Mr. Brereton flying well on Blackburn-Isaacson in spite of fog and 20-m.p.h. wind. THE PLAIN (BRISTOL SCHOOL).-Mr. Gordon England first out on tractor, M. Jullerot following on No. 55, then with Capt. Grace for tuition. Capt. Grace out for first solo very successfully. Lieut. Rinaldi up with Jullerot. Mr. Bendall on tractor biplane. Mr. Smith-Barry on No. 66. In evening, M. Jullerot flew over Amesbury at 800 ft. Mr. Gordon England on tractor took up passenger and did several figures of eight. Lieut. Hall for solo on No. 66, Capt. Grace for two circuits. Latter pupil only at school four days, and showed good progress. Lieut. Ashton two solos, taking up Lieut. Sanders. M. Jullérot tuition to Lieut. Hartraa, Lieut. Gallaher, Sir Alfred Hickman, and a cousin of Capt. Grace's. Mr. Jennings good solo on tractor. Mr. Bendall also up on same machine and then on No. 55. Mr. Smith-Barry was for solo on tractor, but, landing heavily, broke propeller and skid. Mr. Gordon England with passenger on biplane No. 55. WATERLOO (LIVERPOOL).—Mr. Hardman flew two half miles, and did half a circle. Friday, April 19th. BROOKLANDS.-At Bristol School, pupils resting in morning. In afternoon, Mr. Pizey out with Lieut. Lewis, and then with other pupils all rest of day. Mr. At Sopwith School, another hard day's work. Mr. Raynham with Messrs. Powell and Hedley flying for 70 mins. in morning. In afternoon, Mr. Raynham with Messrs. Howard Wright and Powell for 40 mins., and alone for 30 mins. Sopwith with Mr. Howard Wright, and alone for 40 mins. Mr. J. R. Duigan on Avro-E.N.V. out for about an hour. Up to 200 ft. first time and 300 ft. second. Switched off at highest point and landed well. Third time doing 8's and circuits and nearly came down in sewage farm. At Deperdussin School, Mr. Petre up for 10 mins., and Mr. Sabelli for 12 mins. At Flanders School, Mr. Manning doing good steady straights at 15 ft., and landing well. Mr. Maurice Ducrocq early in morning, having business to transact at Farnborough, flew over, as being less trouble than trying to work out eccentric train times. Met H.M. Airship Gamma on way and exchanged salutations with crew. Ran into thick fog at Farnborough and nearly lost sheds. Breakfasted with Air Battalion and came back in comfort later on. During day Mr. Herbert Spencer, who had been flying well, ran into fence and telescoped elevator. EASTBOURNE.-Mr. Fowler out doing circuits on new machine. Mr. Gassler rolling on school machine. FILEY. Very fine day, although air seemed to have little buoyancy. Mr. Scott flew to Filey and back about 50 ft. up, and handed Blackburn-Isaacson over to Mr. de Villiers, who made steady flight to Filey, but in landing from 40 ft. accidentally switched off, and pancaked remaining 3 ft. Machine hors de combat and surrounded by people, who seemed to give up their occupations to come and gape. Mr. Brereton, who promises to become one of our best pilots, flying the BlackburnGnôme splendidly with passenger, in spite of strong side wind. Stability remarkable. Made in all 24 flights, 6 of which with passengers, but always has trouble in landing owing to people, who take no heed of warnings. Some day there will be a serious accident. HENDON.-At W. H. Ewen School pupils out at 5 a.m. Lieuts. Pennycuick and Kerrick doing some good flights at 20 ft. In afternoon M. Réné Caudron took out the little 35-h.p. Anzani-Caudron biplane in 15-m.p.h. wind, and showed what it could do, his flying creating great impression. Mr. Ewen then made first biplane flight, and in about one circuit reached nearly 1,000 ft., from which he executed a splendid vol plané. Starting a second time, Mr. Ewen went for a cross-country spin. On returning after an hour and half flying, he ran out of petrol, and was forced to land 4 miles from aerodrome. 8.15 p.m. before car arrived with petrol, and he started off again. Quite dark, but guided to aerodrome by fires and rockets, and made beautiful landing. Exceptional performance for the Caudron biplane's first day in Britain. At Grahame-White School Mr. Gráhame-White out testing Grahame-White baby biplane, afterwards up with lady passenger on biplane No. 5, followed by Mr. Lewis Turner, who made two passenger flights on same machine, and then on biplane No. 10, executing fine right-hand turns and landing en vol plané in great style, afterwards flying to the assistance of Mr. GrahameWhite, who had landed on a piece of bad ground and damaged the skids of machine. Mrs. Stocks and Mr. Biard also out on No. 10, Messrs. Morris, Roupelle and Shephard rolling on biplane No. 3, and Mr. Manton doing circuits, day being closed by Mr. Lewis Turner giving passenger flights to several pupils. THE PLAIN (BRISTOL SCHOOL).-M. Jullerot, Mr. Gordon England, Mr. Smith Barry, Capt. Grace (twice), and Lieut. Hall all flying. Mr. Smith-Barry first out, M. Jullerot teaching Capt. Cordner, Lieut. Wall and Lieut. Marshall. Mr. Pixton with Lieut. Hartraa, Mr. Gordon England with Lieut. Wall and Mr. Lang. Solos by Lieut. Ashton and Capt. Grace. WATERLOO (LIVERPOOL).-Mr. Hardman made very pretty flights of half-mile each in nasty wind and perfect landings. Saturday, April 20th. BROOKLANDS. At Bristol School, Mr. Pizey out with Lieut. Lewis. Major Sir Alexander Bannerman up with Mr. Pizey, then former doing excellent eights, and ready for certificate any time. In afternoon Mr. Pizey, with Lieuts. Sheppard (new pupil), Lewis, and Bettington, and Mr. Lane. In race to Chertsey Bridge and back, Mr. Pizey, with Mr. Lane as passenger, won handsomely, flying low. Lieut. Fielding doing good solos. Lieut. Lewis straights, landing well. Later Mr. Pizey out with all pupils for tuition. In morning Mr. Valentine, whose doctor gives a better report of his condition, and decided he could go on flying, took monoplane over to Hendon with Mr. Charteris as passenger. 66 At Sopwith School, Mr. Raynham, with Mr. Powell and Mr. Howard Wright, and alone, flying for 45 mins. on BurgessWright, Mr. Sopwith on same for 15 mins., and later brought out the old Howard-Wright Family Tank" for half an hour, carrying passengers and flying strongly. Mr. Sopwith, on Blériot, and Mr. Raynham, on Burgess-Wright, raced Mr. Pizey, on Bristol, to Chertsey Bridge and back, but were too heavily handicapped to catch him. Mr. Sopwith busy on Blériot carrying passengers rest of day. Very good show for public. Mr. J. R. Duigan on E.N.V.-Avro took certificate in very good style. Congratulations to first genuine Australian pilot, for Mr. Duigan built a machine of his own and flew it in Australia in 1909, and built a Wright type glider in 1908. In morning, Lieut. Parke, R.N., intending to go to Hendon, took up 60-80 E.N.V.-Avro to 2,000 ft. and came down in fine glide, engine just turning, as he put it, "to diminish the head resistance of the propeller." Later, filled up with petrol, took Mr. Sayers on board as passenger, and started. At first turn by Paddock machine caught in gust and came down heavily, carrying away chassis. Acetylene-welding of some joints came away like solder, but shock bad enough to collapse tubes in any case. Machine turned on one side and radiators and planes folded neatly on top of passenger's cock-pit, literally "putting the lid on him," so that he had to be carved out through the side of the fuselage. Lucky the machine did not catch fire. At Deperdussin School in morning, Lieut. Porte, R.N., flew for half hour on racer. Mr. Petre for several minutes on brevêt machine. In evening, Mr. Sabelli on racer 5 mins. Came down to change plug and then up 35 mins. Mr. Petre flying brevêt machine 19 mins. At Flanders School, Mr. Manning doing good steady flights for half hour, with practice in side-wind and heat-remou tactics. Mr. Furbank now well on road to recovery. During past week has been able to go out on moters and to go boating at Richmond. Doctor expects him to be fit for work in a month or so. Race to Chertsey and back only brought out three machines, Messrs. Pizey, Sopwith and Raynham, who finished in that order. Rumour has it that the authorities propose to put up the sum of £5 for competition for cross-country race every Saturday and Sunday-though Sabbatarian consciences may veto the latter. By careful adjustment the lucky winner may manage to pay his petrol bill, or, at any rate, the cost of his lubricating oil, in this way. It is probably better than the 25 per cent. of gate money, which the stay-at-home pilot will win, as the "desert march" has successfully choked off the Igate," except for members of the B.A.R.C., who arrive in cars. A suggested improvement is a straight footpath along back of banking from station, a light wooden bridge from 66 woodyard across track, and footpath along existing road across sewage farm, or, at any rate, to Byfleet Road, and new iron bridge. One could then walk from station in 20 mins., instead of 45 to 50. Or a decent 'bus at Is. per head from station (1s. 6d. return) would pay well. Unfortunate motor cyclist named Moorhouse ran off track and was killed by running into one of those foolish, unnecessary, and dangerous telegraph poles, a peril alike to aeroplanes, cars, and motor-cycles, which ought to have been abolished long ago. Victim no relation to Mr. W. B. R. Moorhouse, the aviator. Latter is now recovering from queer accident at Huntingdon at Easter. He took up Mr. Garne's R. and M. monoplane, and when just clear of ground found elevator not working. Switched off and came down bump. Hit padded edge of scuttle with his mouth, drove his teeth through his lower lip, and left them sticking in the padding-so rumour says. Contradition from Mr. Moorhouse anxiously awaited. HENDON.-At W. H. Ewen School pupils out all morning. In afternoon before meeting began M. Caudron gave wonderful exhibition flight, climbing and banking in surprising manner with greatest ease. Mr. Ewen flying in competitions, and little 35-h.p. Caudron creating great impression. Mr. Ewen's speed and stability marvellous, passing 50-h.p. Gnôme biplanes easily, and scarcely being affected by the 25-m.p.h. wind blowing. At Blériot School pupils out all morning. At Grahame-White School, in morning Mr. Lewis Turner at circuits on biplane No. 5, making test flights. In afternoon Aviation Meeting in full swing, fully described elsewhere. THE PLAIN (BRISTOL SCHOOL).-Mr. Bendall first up with Lieut. Hartraa, then with Capt. Cordner, Capt. Grace practising right turns. Capt. Cordner and Lieut. Wall with Gordon England. M. Jullerot with Lieuts. Hartraa, Rinaldi, Wall, Capt. Cordner, and three visitors. Good solos by Mr. SmithBarry, who then took Lieut. Hartraa up. Solos made by Lieut. Head, Mr. Dacre, Lieut. Hall on biplanes, and Lieut. Antonini on monoplane. Mr. Pixton testing monoplane just from the works at Filton, machine flying splendidly; in fact, in typical "Bristol " fashion. Lieut. Ercole on single-seater. WATERLOO (LIVERPOOL).-Mr. Hardman did straight flights. Will soon be doing complete circles and figure 8's. Mr. Birch out rolling, and steered remarkably well; intended trying short hops, but abandoned owing to darkness. WINDERMERE. Gnosspelius hydro-monoplane out with covered fuselage. Great improvement. Machine climbs nicely and flies much more strongly. Sunday, April 21st. BROOKLANDS.-At Bristol School in morning Mr. Pizey up with Lieut. Sheppard. Lieut. Fielding took certificate in very good style. Mr. Pizey up with Lieuts. Lewis and Sheppard. Former then doing straights in fine style. Mr. Pizey again with Lieut. Sheppard, and then with Lieut. Beatty, R.E. At Sopwith School in morning, Mr. Raynham up with Mr. Hedley and Mr. Powell for 30 mins. Mr. Sopwith out on Howard Wright "Family Tank" with Mr. Wickham-who has not been flying in America as erroneously reported in another journal, being in England at the time the report was circulated. In afternoon Mr. Raynham on Burgess-Wright flying in nasty gusty wind at 500 ft. to 600 ft. Coming down switching on and off, he turned between own sheds and main block, over new bridge, when, at about 150 ft., there was a loud explosion and bits of machine flew in all directions, pilot's cap among the rest. For a moment the machine flattened out to a level keel, and people wondered whether the controls had gone. Then Raynham got the nose down, and landed beautifully with a perfect glide, amid cheers from the onlookers. On landing it was found that a cylinder had blown off the Gnôme, carrying with it the semi-circular shield over the engine, and most of the engine-bearers. The errant cylinder had thrown out to the left and plunged straight through the lower plane, making a huge hole. Part of the engine bearers had made another hole in the right upper plane, and another piece had caught the peak of Raynham's cap, which he was wearing back to front, and knocked it off without touching him. Fortunately, none of the control wires or levers were hit, otherwise there were all the makings of a fatal smash. Lovers of rotary engines would do well to note that, materials being of equal quality, one stands less chance of blowing cylinders off stationary engines, as there is no big centrifugal strain, and even if a cylinder does blow off, it is not slung out with huge velocity; it probably cracks and stops the engine Before parting company. Further, pilots who delight in flying over crowds should consider the effect of a cylinder dropping on to a spectator. Let this be a lesson before real damage is done. The occurrence was Mr. Sopwith's chief engineer, Mr. Sigrist, on seeing the huge hole in the lower plane, remarked drily, It looks as if something had made an emergency exit through there." not without its humorous side, for 46 Of course, everyone was immensely glad at Mr. Raynham's escape, for he is not only one of the best workers and cleverest fliers at Brooklands, but is personally popular, and, in spite of his ability, singularly modest and retiring. May his future career be equally fortunate. Rest of afternoon windy and full of remous, and only people out were Mr. Pizey, with several passengers, on Bristol biplane, working very hard, and Mr. Sabelli on the little Deperdussin racer, who went up to about 1,000 ft. and found strong but fairly steady wind, staying there for about 45 mins. Already high reputation as pilot steadily increasing through these continued long flights on the tiny "Dep.,' which must be highly efficient. Fine performance by that keen young sportsman, Lieut. Hewlett, R. N. Had to be at church parade at Weymouth on Sunday at 12 noon, and had to be on duty at Weymouth at 7 a.m. Monday. Made a bet he would go to Brooklands and fly in the intervening time. Left Weymouth per motor-bicycle soon after 12.30, had three punctures and a broken belt, but turned up smiling about 5.30. Waited for wind to drop, duly flew, and returned to duty. 46 FILEY.-Blackburn-Isaacson out again, but owing to defective skid Mr. Brereton, in landing, did in" left side of chassis. HENDON. In morning at W. H. Ewen School, Lieuts. Kerrich and Pennycuick doing some good flying and nearly ready for brevêt tests. In afternoon fine exhibition flying by Messrs. Grahame-White (Nieuport), Hucks (Blériot), and Lewis Turner (G. W. biplane), last named carrying 14 passengers. THE PLAIN (BRISTOL SCHOOL).-Mr. Gordon England solos, and with Lieut. Hartraa and Mr. Lang. Mr. Pixton with Lieut. Hartraa, M. Jullerot on No. 66, Lieuts. Head and Ercole on single-seater monoplanes; Mr. Smith-Barry biplane at fully 1,000 ft.; Mr. Dacre for solos; Mr. Bendall with Lieut. Hartraa and Lieut. Rinaldi. Above, Mr. D. L. Allen; below, Mr. Corbett Wilson, starting for Ireland on Thursday last. on London Aerodrome's First Spring Meeting. It really looks as if Londoners were beginning to take an interest in flying, for there were something like fifteen thousand people at Hendon on Saturday, and they seemed very well pleased with what they saw. Moreover, their interest was intelligent. Certainly the flying was excellent, and full of variety, and when a few more good fliers are located at Hendon the flying there will be second to none in the world. The first event, which was started commendably near the advertised time, considering it was the first meeting, was the figure of eight competition which was won by Mr. Gustav Hamel, who did the most astonishing banked turns and cannot have lost a second at the pylons. Mr. W. H. Ewen, making his first public appearance on the little Caudron, put up an excellent performance, the tiny machine showing itself terrifically fast with its small 35-h.p. Anzani engine, and banking beautifully at the corners in spite of the very puffy wind. His time was returned as being slower than that of Mr. Lewis Turner's Grahame-White biplane, but possibly that was due to his taking No. 6 pylon the wrong way round in the first lap, and having to do a lap extra, as he certainly seemed to be travelling very much faster. Mr. Turner flew as well as ever, and put in a very pretty performance for second place. The cross-country handicap provided a run-away win for Mr. B. C. Hucks, who was flying the elderly Blériot on which Mr. Grahame-White won the Gordon-Bennett race in 1910. The 100-h.p. engine had been taken out and a 50-h.p. put in,. and a pair of ordinary wings fitted, but contrary to all expectations, the machine, in spite of her heavy fuselage and chassis, and the old type engine-housing, turned out nearly as fast as Mr. Hamel's machine. The race was to Harrow Church and back twice, a distance of about 20 miles over all. Mr. Lewis Turner, on the box-kite -a very well-built machine of its type, turned out at the Grahame-White works-had 12 mins. 3 secs. start, and was making good time when he completed the first lap, but he then came down owing to engine trouble. Mr. Ewen, on the little Caudron, was next away with a start of 5 min. 15 secs. He somehow managed to lose his direct course, and on finding that he could not make up lost time went for a tour round the country, and came in from the direction of Edgware long after the race had finished. After Mr. Ewen, Mr. Hucks went off with 2 mins. 41 secs. start; then Mr. Valentine, on the Bristol two-seater, with 41 secs. from Mr. Hamel, and then Mr. Hamel from scratch on his 50-h.p. Blériot. At the end of the first lap Mr. Valentine had picked up nearly half of his handicap time on Mr. Hucks, and Mr. Hamel had gained slightly on Mr. Valentine, but at the end of the second lap, Mr. Hucks finished without any impression having been made on his lead, and Mr. Valentine had gained on Mr Hamel, chiefly owing to the fact that the two latter thought they could not possibly catch Mr. Hucks and had not taken any particular care about making a good course. However, it is to be hoped that next time, now that a little more is known about the relative capabilities of the machines, the finishes will be made rather closer. The next event was an eight-lap monoplane handicap for a £25 prize, which was presented by Messrs. Teofani, the wellknown cigarette firm. It is certainly good to see our business firms presenting prizes in this way, for it shows that people are really taking an interest in aviation, and it may not be out of place to point out that so far as aviators themselves are concerned cash prizes are regarded somewhat more favourably than cups and trophies, and are likely to be so until the ordinary aeroplane pilot is able to earn at least as much money as a taxi-driver. As a matter of fact, the average pilot would very much rather go for a 10 cash prize than for a "pot of the alleged value of £25. Unfortunately, the time has not yet come when aviation competitions can be organised for true blue amateurs, and certainly so long as the semiprofessional pilots of to-day retain the sporting feelings which at present exist, there is no particular need to bother about amateur definitions. Messrs. Teofani have set a useful example, and it is to be hoped it will be followed. This The monoplane handicap actually provided the finest competition of the day, although only three competitors started, Mr. Hamel being on scratch, and Mr. Valentine having 41 secs. start, and Mr. Hucks 2 mins. 6 secs. from him. handicap by no means represented the relative speeds of the machines, but owing to Mr. Hucks not being very familiar with the Blériot he did not venture to shave the pylons the way Mr. Hamel and Mr. Valentine did. The latter made a slightly more curved course from pylon to pylon than did Mr. Hamel, with the result that with a lap to go Mr. Valentine was close behind Mr. Hucks, and Mr. Hamel was steadily gaining. The new competition rules of the Royal Aero Club decree that one competitor must not pass inside or below another, and the rule certainly lends itself to abuses, for unless one machine is very much faster than another the slower man has only to keep wide at the corners in order to stave his competitors off by compelling them to fly a long course. This is what actually happened in this race, though it was quite unintentional on Mr. Hucks' part. Mr. Valentine made two or three attempts to get above him, bu. lost so much ground at each attempt that he gave it up, and finally, at the very last pylon, he made a very sharp diving turn, and, coming down on the inside of the course, beat Mr. Hucks by a few yards absolutely on the post. Of course, under the rules he had to be disqualified, which was distinctly hard luck, but, at any rate, he provided the crowd with a real race, which was what they wanted. After the handicap came an altitude competition for the St. Ivel Trophy, which naturally led to facetious remarks as to the relative altitudes of the competitors and the excellent comestible which gave its name to the trophy. Mr. Hucks was the first up, and when he came down it was found that his barograph registered 3,050 ft. Mr. Hamel, who started soon after, continued flying until it was quite dusk, and it speaks well for the enthusiasm of the crowd that several thousands stayed to, watch his descent. His altitude was obviously between 5,000 and 6,000 ft., but when he came down it was found that his barograph had stuck at 3,600 ft., and the marker had neither gone up nor travelled horizontally after that point. Mr. Hamel said that when he found the thing had stuck he kicked it, and punched it, blew at it, and was generally rude to it without effect, but as it registered a greater height than that attained by Mr. Hucks it was quite enough to win the prize, and he certainly gave the public an excellent show. This week Mr. Hamel has gone to France to fly the Pyrenees with a passenger, but hopes to be back by Saturday next. Some 15,000 people were present, and altogether the meeting may be considered a decided success. It is to be hoped that the spectators who were there will impress on their friends that next Saturday, which is the anniversary of Mr. GrahameWhite's attempt on the London-Manchester flight, there is another meeting at which, given decent weather, even finer flying may be seen. It is up to Londoners to give Mr. Grahame-White a really good gate to commemorate his fine performance. The Attempts on the Irish Channel. Mr. Corbett Wilson, who left Hendon on Thursday last in company with Mr. D. L. Allen, evidently missed his way and landed the same evening near Hereford. Not being able to procure the proper brand of castor oil for the Gnôme, he unwisely filled it up with some other oil and was forced to come down shortly after starting on Friday at Kington in Radnorshire, with everything sooted up. After taking his engine to pieces and filling up with proper oil, he made his way to Fishguard. On Sunday Mr. Vivian Hewitt, who is also a candidate for cross-Channel honours, flew from Rhyl to Holyhead and stayed the night, intending to fly to Dublin next day. Strangely enough, the papers, in commenting on these flights, write as if the Irish Channel had not yet been flown, ignoring Mr. Robert Loraine's fine flight from Holyhead to Ireland in September, 1910. It is true that Mr. Loraine did not actually land in Ireland, but legally and practically he flew from England to Ireland, for not only did he land inside the three-mile limit, but actually crossed over the Bailey Lighthouse on the end of Howth Head before he fell into the sea. When he did fall into the sea he was well inside the line drawn from the Bailey light to Bray Head at the opposite extremity of Dublin Bay, and he was only prevented from landing in Ireland by the fact that his machine refused to rise high enough for him to land on the top of Howth Head, and that the cliffs thereabouts have no beach at the foot on which he could land, so that to Mr. Robert Loraine will always belong the honour of being the first man to fly from England to Ireland. On Sunday Mr. Corbett Wilson reached Fishguard, and on Monday morning he made his successful attempt on the Channel crossing, reaching the County of Wexford, and being forced down by rain at Enniscorthy, some 10 miles from the coast. In landing he broke his propeller, and had to wait for another before going home to Kilkenny. AT THE FIRST SPRING MEETING,-Above: the crowd in the half-crown enclosure at the start of the cross-country race. Mr. Lewis Turner on the G.-W. Biplane just starting, Mr. Valentine's Bristol next, and Mr. Hamel's wing-tip just showing. On the left: Mr. Valentine coming in from Harrow during the race. On the right: Mr. Ewen on the Caudron starting. Below: Mr. Hamel on the Bleriot rounding the first pylon. Side Elevation of the Caudron. THE AEROPLANE has from time to time noted the excellent flying which has been done on the Caudron biplane in France, It and its general excellence as a true "popular" machine. will be remembered that Duval, alone and unassisted, got as Circuit of Europe,' " and would have far as Lewes in the gone farther had he not broken down owing to lack of food and sleep. The machine also showed up very well in the recent hydro-aeroplane trials at Monaco. The sketches of Mr. Max Millar and photographs herewith give a very good idea of the design and construction of the machine. The wings are peculiar in the large proportion of the'r area which is flexible. There is one row of struts at the front edge, and a second row at one-third or three-eights of the chord. Behind this the plane is single-surfaced, the ribs being quite flexible. The upper plane has extensions, supported in the usual way by diagonal tubes; but as a protection against possible weakness of the tubes, tie-wires are also used, though they do not show in the sketches, being bound to the tubes with a turn or two of wire at every six inches or so. The outside plane-struts are also of steel tube, which seems to work out lighter than wood; the middle struts, however, to which are attached the chassis and outrigger, are of wood. One of the outstanding points of this machine is the combination chassis and outrigger-an idea only seen on one British machine, the Valkyrie. In the Caudron, the chassis is of the Henry Farman type-two skids and four wheels-with the exception that there are no struts running to the skids from directly under the body, the skids being held rigid by tiewires only. The skids carry right back, terminating in two vertical posts, to which are attached the upper outriggerspars. The tail-plane is fixed to the upper spars, leaving an adjustable fixing at the front edge. The elevator is large, and is arranged to flex, which makes it very powerful. The main spar of the elevator is very strong, and carries the lower ends of the twin rudder-posts, the upper ends of which are carried by a bent steel tube. The pilot and power plant are carried in a very neat fabriccovered nacelle, which is fixed between the main planes, in the manner usually adopted for the fuselage of a tractor biplane. The engine, a 35 h.p. Y type Anzani driving a "Rapid" propeller, is suspended outside in front in the usual At the tail end of the manner, with the tanks behind it. body, which is practically level with the trailing edge, is the pilot's seat. The control is by an ash universal lever, and is very well arranged; the elevator wires run direct from the lever, which is pivoted near its lower end on a fore-and-aft axle. Sideway movement of the lever rotates this axle, and with it rotate the two drums which carry the duplex warp wires. It is especially notable that not only are the wires duplicated, but the pulleys and drums-in fact, the whole control-is doubled. The whole design of the machine bristles with good points: for instance, two persons can easily hold it back against the full engine pull, by the simple method of standing on the lower outrigger-spars. Tail arrangement. Details of elevator and rudder control. "Nacelle" and warping gear. Quadrant for alteration of tail angle. Strut fixing, Warp wheels at feet of struts. |