M.Goodall, A.Tagg British Aircraft before the Great War (Schiffer)

P.Lewis British Aircraft 1809-1914 (Putnam)

Aeronautical Syndicate Ltd. Valkyrie Monoplanes

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   The Valkyrie A appeared in 1910 and was a single-seater fitted with a four-cylinder 35 h.p. Green engine, turning its 7 ft. 3 ins. diameter propeller in an opening cut in the leading-edge of the wings between the longerons. The airframe was constructed almost throughout of Honduras mahogany, the flying surfaces receiving a single surface of fabric covering. The elevator was mounted below the noseplane and to the rear of the nose-plane's trailing-edge. Lateral control was by ailerons, with the twin rudders hinged at the ends of the fuselage frames in line with the trailing-edge of the wings.
   During September, 1910, the Aeronautical Syndicate moved its scene of operations to Hendon Aerodrome and leased three of the eight hangars belonging to the Bleriot Company. Within a few weeks of his arrival, Horatio Barber took his Royal Aero Club Aviator's Certificate No. 30 on 22nd November, using his own Valkyrie Monoplane for the tests.
   The following year saw the appearance of the Valkyrie B, retaining the same general lay-out of the earlier design, but of lighter weight, since it was produced as a racer. The machine was able to carry two passengers on the power of a 50 h.p. Gnome, and was used on 4th July, 1911, to transport the first cargo by air in Britain. This consisted of a box of Osram lamps, which was flown by Barber from Shoreham along the coast to the lawns at Move. The next month, Barber flew Miss Trehawke Davies, an early enthusiast of Hendon flying, on the Valkyrie B from Hendon to Brighton, making the return trip on the following day. Although the machine was of smaller span than the Valkyrie A, the overall length was increased owing to the placing of the rudders on booms to the rear of the wings to improve directional control. Several examples of the Type B were built, and the unusual tail-first Valkyries soon became a familiar sight in the skies around Hendon, their occupants perched bravely on the edge of the wings amid the numerous struts and various flying and control surfaces and the forest of wires which went to make up the aircraft.
   During November, 1910, the Valkyrie C made its entry on the busy Hendon scene. This was a three-seater which carried its passengers side-by-side in front of the leading-edge of the wings; the power was a 60-h.p. Green, and at least four of the type were constructed. Another Valkyrie, this time with the lower power of a 35 h.p. Green, was produced during December, 1910.
   Although they were considered to be tricky to fly, the Valkyrie pushers were employed very successfully at Hendon for training. Several pilots used them to gain their certificates, including No. 130 E. W. C. Perry on 12th September, 1911, No. 154 Capt. E. B. Loraine on 7th November, 1911, and No. 168 C. F. M. Chambers on 12th December, 1911.


SPECIFICATION

Valkyrie Type A.
   Description: Single-seat canard pusher monoplane. Wooden structure, fabric covered.
   Manufacturers: Aeronautical Syndicate, Ltd., Salisbury Plain, Wilts.
   Power Plant: 35 h.p. Green.
   Dimensions: Span, 34 ft. Length, 22 ft. Wing area, 190 sq. ft.
   Weights: Empty, 520 lb.

Valkyrie Type B.
   Description: Single/two-seat canard pusher racing monoplane. Wooden structure, fabric covered.
   Manufacturers: Aeronautical Syndicate Ltd., Hendon, London, N.W.9.
   Power Plant: 50 h.p. Gnome.
   Dimensions: Span, 31 ft. Length, 26 ft. Wing area, 168 sq. ft.
   Weights: Empty, 550 lb.
   Performance: Maximum speed, 70 m.p.h.
   Price: ?920.

Valkyrie Type C.
   Description: Three-seat canard pusher monoplane. Wooden structure, fabric covered.
   Manufacturers: Aeronautical Syndicate Ltd., Hendon, London, N.W.9.
   Power Plant: 60 h.p. Green.
   Dimensions: Span, 39 ft. Length, 29 ft. 9 ins. Wing area, 302 sq. ft.
   Weights: Empty, 800 lb.
   Price: ?1,000.

Журнал Flight

Flight, October 1, 1910

THE VALKYRIE AEROPLANE.

   IT is always instructive to watch the progress of a machine, no matter in what field of operations, that differs from the accepted practice in certain easily recognised characteristics of design. Thus, for example, "Valkyrie I" - the product of the Aeronautical Syndicate - has as its particular characteristic the peculiarity of flying tail first. As an expressive phrase this defines exactly what the machine would appear to be doing in the eyes of the average observer whose acquaintance with aviation was limited to his attendance at a few flight meetings where machines of orthodox type were alone to be seen in the air. On the other hand, it is undesirable to use the expression seriously as a technical description for the very obvious reason that the tail of anything must be behind. Moreover we are, in a sense, on the horns of a dilemma in respect to the Valkyrie, in deciding whether the main planes themselves should be considered as a tail or of stating quite plainly that the machine possesses no tail at all.
   In the ordinary use of the term, "Valkyrie I" is a tailless monoplane fitted with a leading plane in front of the main planes, but there are scientific reasons for regarding the main planes themselves as performing the function of a tail in respect to the leading plane. The same principle has been much discussed, for instance, in connection with the well-known Clarke model flyers, which also have as a characteristic feature the presence of a leading plane and the absence of a tail. Their longitudinal stability, and also, presumably, that of the Valkyrie, is due to the dihedral angle formed by the leading plane in respect to the main planes. The main planes are set at a lesser angle of incidence to the axis of the propeller than the leading plane; which principle is observed in respect to the after surfaces of all machines. Of the theory of the dihedral angle itself there has been so much discussion in FLIGHT that we scarcely feel called upon to do more in the present instance than refer our readers to such pages as, Vol. I, p. 662 ; Vol. II, pp. 56, 82, 98, 222, 244, 261.
   It is important to bear in mind in order to avoid any possible confusion when looking at the accompanying illustrations of the machine, that the large leading plane in front is a fixed plane; that is to say, it is not in any way under the control of the pilot when in flight. On the other hand, it is, for convenience, so mounted that its angle of incidence can be varied for experimental purposes, and in particular for compensating any considerable difference in the load supported. Beneath the leading planes, but a little to the rear, is the elevator proper, which is a much smaller plane of scarcely more than half the span of the leading plane. The operation of this elevator is effected by wires from a universally-pivoted lever mounted in the same fashion as the corresponding member of control on the modern Farman biplane. This same lever, when moved sideways, controls the machine laterally by deflecting the balancers that are hinged to the trailing edges of the main planes, at the extremities. A pivoted foot-rest in front of the pilot controls a pair of interconnected rudders that are also located on the trailing edge of the main planes.
   The presence of these rudders close up to the main planes is somewhat reminiscent of the original Short biplane, and is in some respects the most important feature of the machine, for coupled as it is with the absence of a tail, the principle involved results in a most important reduction in the overall length. "Valkyrie I," which is shown in the accompanying illustration, measures only 22 ft. from stem to stern, although it has a span of 34 ft. Experiments were originally carried out with the independent operation of the rudder-planes, but the interconnection of these members has been found preferable, and the steering effect is the same, in principle, as that of a rudder carried on the extremity of an outrigger. The absence of leverage, which would ordinarily be provided by the distance of the outrigger from the main planes, is in this case seemingly made up by the increased influence of the slip of the propeller on the particular rudder-plane that happens to be turned into the wash. It will be observed that the rudders are situated one on either side of the slip-stream from the propeller. These rudders are not especially large; indeed, they have actually less area than those on the Wright biplane, with which machine the Valkyrie, although a monoplane, is almost unconsciously compared.
   In this comparison, moreover, it is interesting to note that although the leading plane of the Valkyrie seems to be an unusually long way in front of the main planes it is actually scarcely more than a foot further off than the elevator on the Wright biplane, and the dimension is identical with the corresponding measurement on the Curtiss biplane of last year. Regarding dimensions, an outstanding feature of the Valkyrie is that it provides over 140 sq. ft. of supporting surface for a total weight of 520 lbs. This weight is approximately that of the Bleriot monoplane, but the Valkyrie is a machine of much wider span, and much greater area. Such lightness is due entirely to detail design, for the machine carries a standard Green engine of 30-h.p., and a glance at the accompanying illustrations, particularly the drawings, is sufficient to show that, with the exception of the tail outrigger, it has the usual number of principal members. Perhaps the most important constructional feature of the machine from the point of view of detail is the use of a single-surfaced main plane, which is considerably lighter than a double-surfaced member, firstly owing to the smaller quantity of fabric, and secondly owing to the lighter character of the cambered ribs.
   In connection with the attachment of these latter to the transverse main spar forming the leading edge of the plane, there is an interesting detail that is illustrated in one of the accompanying sketches. It will be observed that in order to avoid weakening the main spar by making mortice joints, the ribs are held in aluminium sockets fastened to the back edge of the spar by screws. These sockets are also flanged, and the flange is grooved so that it overlaps the edge of the spar and thereby obtains great rigidity of support without cutting the wood. The ribs themselves have a slightly triangular section, this shape having been found to give the greatest ratio of lateral stiffness to weight of any simple form of construction.
   The main plane of the Valkyrie is built in three sections, and special aluminium sockets have been designed to facilitate an adjustment of the angle of incidence of the main plane by raising or lowering the rear transverse main spar during erection. The central portion of the main plane has a shorter chord than the extremities, and is also adjusted to a smaller angle of incidence owing to its presence in the slip stream of the propeller.
   Special aluminium sockets are employed in many places on the Valkyrie, and especially should their use be noted as abutment pieces in connection with the method of anchoring the tie wires on this machine. Not one of the important wires used in bracing the Valkyrie is either fitted with a sirainer or bent over at the ends. The method of attachment adopted avoids the necessity of doing either, and thus simultaneously saves the weight of a wire strainer, and likewise overcomes any objection that there may be to bending.
   The wires used are of larger gauge than ordinary, and it has been found preferable to employ wire that does not exceed n o tons tersile strength owing to the liability to brittleness of the higher grade steel. All the wires are cut approximately to the desired length, and then have a screw thread chased upon their extremities so as to take an ordinary nut. The wires are threaded through the lugs at the points of attachment to the frame, and the nuts are fastened down against the special aluminium brackets provided for their abutment. One such bracket is shown in an accompanying sketch, and another is illustrated in a detail photograph, which shows how the tie wires are fastened to the main spars of the main plane. As a practical flying machine, the designers of the Valkyrie lay emphasis on the advantages associated with the position in which they place the pilot. He is situated in front of the engine away from the exhaust and the draught of the propeller, and he has an unobstructed view of the ground below and of the country all round. From the beginner's point of view, there is a feature of the Valkyrie to which we would particularly call attention, and that is the use of those very long skids, which form such a prominent feature in the general appearance of the machine. Since the various accidents to skilful pilots that have been due solely to the necessity of landing on bad ground, we have strongly advocated the employment of adequate skids on modern machines, and the Valkyrie appears to us to be an excellent example of such a type, although it does not happen to possess the disappearing wheel combination that we should so much like to see in general use. Incidentally, it may be remarked that the skids of the Valkyrie play a very important part in the construction of the machine, for they facilitate the forward bracing of the main planes, and thus serve to guard against the danger of bending spars that was pointed out by R. J. Macfie in a recent issue of FLIGHT.
   A special feature in connection with the power plant of the Valkyrie is the provision of a small plunger pump on the Green engine for delivering petrol from the main-tank beneath the motor to a small gravity tank overhead. This system avoids pressure-feed, and maintains a constant head, for if the delivery of the pump exceeds the consumption of fuel the surplus overflows the reservoir into the main tank. The pump is driven by an eccentric on the transverse magneto-shaft, and has a 3/4 in. bore by 1/4 in. stroke.
   In conclusion, it may perhaps be of interest to summarise a few of the detail weights and dimensions :-
   Weights. - Main planes, 50 lbs.; front planes, 23 lbs.; chassis frame, 105 lbs.; wheels, 50 lbs.; engine, 155 lbs.; magneto, 10 lbs.; dual ignition, 15 lbs.; propeller, 22 lbs.
   Dimensions. - Propeller, diameter, 7 ft. 3 in.; pitch, 4 ft. 1 1/2 in.; angle of incidence of the main planes with the propeller-shall, 9'; maximum camber, 5 in., situated one-third of chord from leading edge; main fore and aft booms of chassis frame, 1 1/4 in. square section. Skid-members are of the same size, but strengthened by extra pieces, which double the depth in the vicinity of the axle; main plane spars, 2 in. by 1 in. (front), 1 5/8 in. by 1 in. (rear).
   Materials. - Honduras mahogany is used almost exclusively throughout the machine. The surfacing of the planes is made with unproofed Egyptian cotton fabric. The back edge of the plane is stretched by a cord.


Flight, October 29, 1910

FROM THE BRITISH FLYING GROUNDS.

Hendon Aerodrome.

   DURING the past week the Aeronautical Syndicate's "Valkyrie" has been much in evidence at Hendon. The school machine has been out every day, excellent progress being made by Messrs. Benson and Hirst. On Saturday afternoon there was quite a crowd present, and the Syndicate's pilot made some excellent flights, circulating the aerodrome with remarkable precision and steadiness, and scoring particularly with his vol plain's. We understand that more than one aviator has registered his application with the Aero Club to compete with a "Valkyrie" for the De Forest Cross Channel Prize, which looks distinctly promising for this distinctive All-British" machine. "Blinkers" have now been fitted forward and under the front plane, and the rudders have been carried further aft. So satisfied are the Syndicate with the success already obtained that the standardisation of this model is now complete, and any changes that may take place in the future will be in minor details only.
   We shall shortly give full particulars of the new three-seater "Valkyrie," which is now undergoing its trials. The following brief notes concerning it are in the meantime of interest :-
   Bare weight, fitted with 60-65-h.p. Green engine, 740 lbs., or only 12 lbs. to the horsepower. Surface, 320 sq. ft., or 2.31 lbs. to the square foot, which is certainly remarkable for a monoplane. Safety skids, 26 ft. long, set 9 ft. apart, which would appear to be a landing arrangement of extraordinary efficiency. The amount of rudder surface would appear to be excessive, but the designer of the "Valkyrie" sets great store on having a large margin of control.
   Several short flights were also made by Prier on the Anzani engine Bleriot on Saturday afternoon, most of them very low, but once or twice he ventured to a good height and planed down. On Monday Benson had some good practice on the "Valkyrie."


Flight, November 26, 1910

The London Aerodrome.

   DURING the morning of Tuesday last week the Bleriot school had two pupils, Mr. Bouwens and Capt. Board, out for some 20 mins. each, when rolling practice was indulged in. The way the pupil with each lesson attains iurther proficiency is most marked. "Valkyrie III" (small type) was out, and made a number of successful flights, in one of which the pilot flew rather more than three complete circles of the aerodrome. In the afternoon it was both windy and wet, and no one was out.
   Next day the weather proved altogether too rough for flying.
   On Thursday, in the afternoon, "Valkyrie III" was again out, and made three good flights, each of about two and a-half circles of the aerodrome. At dusk "Valkyrie II" (the three-seater passenger carrier) was taken out for the first time. At the first attempt it lifted easily and flew about half a mile; it then made a full circuit of the aerodrome, when descent had to be made owing to the darkness. The machine behaved very well, rose quickly, and flew with very little power. M. Prier took out the Bleriot-cum-Gnome, and made a fine flight over the aerodrome and surrounding country, attaining a height of 1,200 ft., from which he came to earth by means of a singularly daring vol plane, in which he turned several times with great dexterity. The pupils, Mr. Bouwens and Capt. Board, were both out in the morning, the former being only out for a short time, while the latter was out rather longer. The termination was rather sudden, as when flying he came rather too neat the sheds and had to alight too sharply, with the result he broke his propeller.
   Friday and Saturday were blank days again, owing to the unpropitious weather.
   The weather on Sunday was not quite perfect, a slight wind disturbing an otherwise ideal afternoon. The "Valkyrie" three-sealer made several fine flights, totalling to nine circuits, including one of about four complete circuits of the aerodrome, in addition to several straight flights for the benefit of a photographer.
   The pilot had intended to put up a longer flight, but was not sufficiently clothed to stand the intense cold.
   On Monday a good deal of work was done. After a somewhat breezy morning the afternoon proved bright and calm, although it was always very cold. Capt. Board came out first, and showed marked improvement on his last lesson; in fact, he left the ground and flew for a short distance at a height of about 15 ft. In the course of the lesson he got very close to the sheds, and it was only by means of a dexterous turn that he got down safely. Mr. Bouwens then went out for a short time and made four creditable flights, in which he showed marked ability in turning. The monoplane belonging to Mr. Everett was also out, with Mr. E. Clutterbuck as pilot for a time, and later with Mr. Everett. The machine indulged in rolling practice.
   The event of the afternoon, however, was the flying of the Aeronautical Syndicate's "Valkyrie II" (the large three-seater passenger-carrying type). After a short trial trip, the pilot took up three passengers - Mr. Clutton, secretary of the London Aerodrome, Mr. Laborde, assistant secretary of the Aeronautical Syndicate, Ltd., and Capt. Board - one after the other.
   Each passenger was carried about a circuit of the ground, and a few short runs, at an average height of 50 ft. from the ground. The machine was wonderfully steady, and the unanimous opinion of the passengers was that she was exceedingly comfortable, and well adapted for observation purposes.
   Altogether a creditable record of work for the week. The Aeronautical Syndicate are to be warmly congratulated on the great success attained by their three-seater. This large Valkyrie has proved not only that she can fly but that she has all the stability of the small machines.


Flight, March 18, 1911

FROM THE BRITISH FROM THE BRITISH

   Valkyrie School. - "Valkyrie IV" school machine, in the hands of the School instructor, was out on Wednesday last week, and made altogether five circuits. There was a good deal of wind at the time, but the machine behaved with great steadiness.
   Despite a gusty breeze on Saturday, the Valkyrie School instructor took out "No.IV" about mid-day and executed several circuite of the aerodrome very gracefully. The wind then dropping, several pupils claimed his attention for the rest of the afternoon. Both Mr. Benson and Mr. Chambers put in good practice making straight flights, and Mr. Cedric Lee, of Manchester, took his first lesson. Unfortunately the day ended with a mishap owing to a Bleriot pupil charging one of the Valkyrie School machines, and demolishing its left main plane. For the first time for months the big passenger carrier was not in evidence, as it is having it planes re-covered. It will be on the wing again in a few days, and some interesting doings should then be chronicled, as several cross-country flights have been booked. The new "Baby" Valkyrie will be finished on Monday, and its appearance is being looked forward to with considerable interest. Many improvements are noticeable in this dainty little machine, which is cleaner in design and obviously lighter than the old Type A. The new method of attaching the main stay wires of the planes to the frame is particularly neat, and greatly simplifies the detaching or erection of the planes.


Flight, March 25, 1911

AEROPLANES.

   Valkyrie (THE AERONAUTICAL SYND., LTD.) - The latest Valkyrie monoplanes differ somewhat in appearance from their prototype in being lower in overall height. The general design and construction, however, remain much the same and they are still of the tail first type and of distinctly British design and construction. Among the interesting minor constructional features is the method of bracing by wire without bending the wire at the extremities.


Flight, April 1, 1911.

THE VALKYRIE RACER.

   IT was about this time last year that we first drew our readers' attention in any marked degree to the Valkyrie monoplane, then known as the "A.S.L.," from the initial letters of the Aeronautical Syndicate, Limited, who now, as then, represent the commercial side of the business. It is, therefore, appropriate that we should again refer about Show time to the latest of these machines, and in doing so it is only proper that we should say a few words of congratulation on the steady progress of the firm during the past twelve months. When the Valkyrie monoplane was first introduced to readers of FLIGHT it had already flown, but that was about all, and no doubt a good many of those who were interested in its peculiar design wondered whether this tail first idea was going to be any good at all. The Aeronautical Syndicate were the first to establish themselves at Hendon, and in the inconvenient conditions that then existed it took some little while to get settled; but from that time onwards they have done their best to prove the merits of their machine on every decent flying day, and those who are interested have, therefore, no excuse for not satisfying themselves as to the appearance and general behaviour of the tail first monoplane in the air.
   It is, of course, all the more interesting to be able to record Valkyrie progress, because the machine is, after all, essentially British, both in design and construction, and it is only right that all who are following aviation should watch with a kindly eye the evolution of anything that goes particularly to the credit of British brains. Commercially it is often wiser policy to copy a standard article, and initiative in design is therefore all the more worthy of appreciation and encouragement, and there is, at least, this to be said for the Valkyrie that it is no copy of anything else.
   The latest machine, of which the accompanying photographs and sketches are illustrations, is known as the type "B" racer, and in appearance is characteristically different from its prototypes, although, as a matter of fact, the difference in question is merely a marked optical effect produced by a relatively small structural alteration. The present machine has its main planes closer to the ground than formerly, the height from the skids to the main fore and aft girders of the carriage being 4 ft. The result of this shortening of a very important dimension, so far as the perspective of the machine is concerned, has made a marked difference in its general appearance, especially when it is standing on the ground. Also, of course, being a racer it is generally smaller and lighter-looking in all its principal parts. The span is 31 ft.; the overall length 26 ft., which includes the increased distance at which the rudder planes are now carried behind the main plane; and the total weight is only 550 lbs. The general design of the main plane, which is, as before, built in three sections, has been somewhat modified by the introduction of a marked dihedral angle and a slight arching of the wings. The central portion of the main plane, which has a span of 8 ft. 4 ins., has its leading edge set back in order to clear the propeller. The trailing edge is in line with the trailing edges of the wings, and consequently the chord is less than the full chord of 6 ft., which characterises the wing members. About 12 ft. in front of the main planes is the fixed leading plane, which can be set to any required attitude, according to the load carried and general balance of the machine. Beneath this leading plane and a little to the rear thereof is the movable elevator, which on this machine is characterised by a slightly upturned trailing edge. Balancing planes are let into the trailing extremities of the wings, and rudder planes are mounted on two outriggers that form extensions to the under-carriage, but are raised to the level of the main plane.
   A characteristic feature in the construction of the Valkyrie monoplane is the use of guy wires of large section, which are screwed at their extremities and fastened and adjusted by nuts so as to avoid bending the wires for this purpose. On the present machine a Gnome rotary engine is fitted, which contributes considerably to the neatness of the design, because constructional considerations make it necessary to have the engine in the centre, and on a one man machine the pilot has to sit in front of the engine. Any saving of length is, therefore, an advantage, inasmuch as it facilitates the concentration of the principal masses about the actual centre of gravity. The control of the machine may be described as arranged on the Farman principle, for the elevator and balancers are operated by the universal motion of a pivoted upright lever conveniently situated for the pilot's right hand, and the rudder, planes are controlled by a pivoted foot-rest. A minor feature that affects the external appearance of the machine is a very neat saddle tank surrounding the engine. This tank is of horseshoe shape, and contains compartments for petrol and oil. It is mounted rigidly on the engine frame.


Flight, May 13, 1911.

FROM THE BRITISH FLYING GROUNDS.

London Aerodrome, Collindale Avenue, Hendon.


Valkyrie School. - The Valkyrie pupils, who are nothing if not enthusiastic, started work at 4 a.m. on Thursday last week. Miss Meeze had her second lesson and made good progress. Mr. Turner and also Mr. Perry each had their second lesson, and both made straight flights, Mr. Perry making his essay after only 35 minutes rolling practice. The school instructor was out on "Valkyrie II" and put in some useful flying, carrying several passengers. The wind rising at 7.30 put an end to air work.
   The weather moderating later, the school machine was out again at half past five, where Miss Meeze, Mr. Chambers, and Mr. Turner were all hard at it again, the last two specially improving in their flying. Mr. Turner, unfortunately, had a slight mishap, doing some damage to the school machine. It was, however, unimportant, and the machine should be in commission again in a day or two. The school pilot took out the new Type A VII machine, and put up some remarkable demonstrations, during which he made turns with his hands above his head. One flight lasted for half an hour, during which the machine flew over the surrounding country. Dr. Lightstone and Mr. Davis had passenger flights.
   On Friday the Valkyrie designer had No. VII out at 5 a.m., and made a very fine cross-country flight of 20 minutes' duration, passing near Harrow. Returning to the aerodrome, he ascended to a considerable height, and put up a steady flight of some 40 minutes, although during part of the time there was quite a breeze blowing.
   The next day proved too windy for pupils, but the Valkyrie designer took out the new Type B racer, fitted with a Gnome engine, and made a series of pretty flights. The machine showed high speed and great lifting capacity.
   Early in the morning of Sunday the Type B racmg machine was out again, and made a tine flight of about twelve miles, during which the pilot indulged in numerous vol plane descents from a height of several hundred feet, and executed some sharp turns. This machine has shaped very well in practice, exceeding all expectations regarding speed and lifting capacity.


Flight, May 20, 1911.

FROM THE BRITISH FLYING GROUNDS.

London Aerodrome, Collindale Avenue, Hendon.

Valkyrie School. - Great disappointment was experienced at the Valkyrie School on Friday, 12th inst., owing to the controllers of the aerodrome not permitting even one of the five Valkyrie machines to take part in the military tests.
   On Saturday, May 13th, school work started at 5 a.m., and the following pupils each had lessons :- Miss Meeze, Messrs. Perry, Chambers, Uenson, llawker, Clutterbuck, and Turner. Messrs. Turner, Perry, and Hawker are making rapid progress and executed very steady flights at a moderate height. In the afternoon, about 2,000 people being present, the Valkyrie designer made numerous flights, each of from half an-hour to an hour in duration, during which all the evolutions known to airmen were made with precision and steadiness. Moreover, certain of these evolutions were of quite a startling character, notably quickly ascending in a corkscrew spiral, the diameter of which was only 100 to 120 yards, and descending in the same way with engine slopped. The pilot then gave an impressive demonstration of the inherent stability of the Valkyrie. For over a mile, steering a circular course, he flew the machine steadily with both hands off the controls and held high above his head.
   At the expiration of this demonstration Lieut. Wells, of the Indian Army, joined the Valkyrie School, while Messrs. R. H. Klein and A. Wendell Jackson and Miss A. A. Morten were given passenger flights.
   The morning of Monday last was taken up with numerous passenger flights, among those ascending being Messrs. Perry, Chambers, Sadlet, Turner, Miss Meeze, and Lieuts. W. D. and N. E. Barber. The school machine was very busy, being kept in the air almost continuously by different pupils, among whom Messrs. Perry, Hawker, Benson and Miss Meeze are coming on remarkably quickly. Mr. Benson was circling the aerodrome in fine style and should secure his certificate speedily. In the evening more passenger flights were given, several passengers being taken to a height of 300 ft. There was a considerable crowd present, including several members of the Royal Aero Club, and at the request of Prince Bolotoff a demonstration was given of the new Type 15 military monoplane. It was a magnificent flight, the pilot taking it up to a height of 2,000 ft., and from that level descending by means of a spiral vol plane with engine stopped. The pilot then made a "stability" flight of three times round the aerodrome with both hands off the controls and above his head. An ascent was afterwards made in the form of a corkscrew spiral to a height of over 500 ft., the diameter of the spiral not being more than 120 yards.
   On Tuesday morning the pupils were very busy taking full advantage of the weather, while in the evening another excellent flight was made with the Type B military Valkyrie; and although the wind was blowing at a velocity of from 20 to 25 miles an hour, the pilot had no difficulty in climbing to a height of at least 2,000 ft., from which he descended by means of an impressive spiral vol plane.


Flight, May 27, 1911.

FROM THE BRITISH FLYING GROUNDS.

London Aerodrome, Collindale Avenue, Hendon.

Valkyrie School. - "Valkyrie II," the big passenger-carrier, was very busy indeed carrying numerous passengers at heights ranging from 50 to 400 ft. on Wednesday last week. Among those carried were Miss Meeze, Major Wells, Mr. Halse, and W. H. Barnes. "Valkyrie VI," the new Type B military monoplane, was also out in a considerable wind, and made numerous circuits of the aerodrome in fine style.
   Next day the passenger-carrier was again busy, commencing its flights at 5 a.m., and carrying a host of passengers. The wind rising about breakfast time, further flying had to be discontinued for the rest of the day.
   On Monday last a very fine flight up to 2,000 ft. high was made in the military type, ending with a long spiral vol plane. The school machine was also very busy the whole of the day.


Flight, July 8, 1911.

"VALKYRIES" AND THE GOVERNMENT.

   WITH remarkable generosity Mr. H. Barber, in his presentation to the British nation of four of his military monoplanes, has, in a practical way, come to the rescue of the British nation in making it possible for practical work now to proceed in the Navy in addition to the very circumscribed work which is at present being carried on by the Army. Nothing but contempt can be felt by Britishers in general at the state of things which at present exists in connection with the grant of funds by the Government for the purpose of placing our Army and Navy upon equal footing with aerial weapons of offence with other nations; a state of things which throws the executive upon the "charity" of such patriotic men as Mr. Barber and a host of officers who have expended time and their own cash in large amounts. By this means they have provided what in any other country would unhesitatingly have been voted to ensure the position which a first-class nation like Great Britain should maintain without possibility of challenge. Mr. Barber is a scientific enthusiast, who for the past two and a half years has been to great expense in designing and experimenting with aeroplanes, with the result that his Valkyrie military machine has been evolved. Not the slightest official recognition has been given to him during all his labours, and although the admirable work which he has carried through and the complete success with which he has established the efficiency of his monoplane, especially for military purposes, has been common knowledge, an opportunity has not even been given him to demonstrate the capabilities of his machines to the higher military officials. It is to men like Mr. Barber, who help forward the British industry by designing and constructing entirely British machines, that special credit and recognition should be given. When one sees the titles and honours which are showered upon absolute nonentities, and in many cases worse, for the purpose of serving very questionable political ends, it gives one to think very strongly as to whether it is not time that a revision should be brought about in the methods of deciding as to who should be honoured (?) in the distribution of such empty honours which many of the best men think it better to be without.
   It is to be hoped that in the gift of these four Valkyries such practical work will be immediately forthcoming that even our closefisted Government may be induced to see the error of their ways and be a little more generous in acquiring machines, especially of British construction, which will help towards obtaining for Great Britain the supremacy of the air even as she now holds the command of the sea.
   The machines presented by Mr. Barber are as follows :-
   1. One Valkyrie military monoplane fitted with 30-h.p. Green engine. Carries one person. Speed 45 miles per hour. Built especially strong, and particularly adapted for the use of beginners. In flying order.
   2. One Valkyrie military monoplane, to carry pilot and passenger (or two light passengers). Fitted with 60-80-h.p. Green engine. Speed 40-50 miles per hour. Especially suitable for pupil passenger work. In flying order.
   3. One Valkyrie military monoplane, to carry one person. Latest design of this type. Fitted with 40-50-h.p. Green engine. Speed 45 miles per hour. In flying order.
   4. One Valkyrie military monoplane. Latest passenger-carrying type. Built to carry a 50-h.p. Gnome engine. Speed 50-55 miles per hour. Just finished.
   On Sunday evening, before handing over to the Government, the new 30-h.p. Green-engined model was taken straight off the stocks, and so standardised has the Valkyrie type become, that she straight away rose with ease in the air, Mr. Barber executing right and left-hand turns without a falter, being up for fifty minutes, and finishing with a fine vol plane.
   In respect to the Gnome-engined machine trials have been made with this since its issue from the workshop, and on Monday not only did she give a good account of herself under Mr. Barber's solo guidance, but she also carried several passengers at heights varying from 1,000 to 2,000 ft., in one instance transporting a useful load of no less than 28 stone. These are facts which speak for themselves, and we must congratulate the services, especially the Navy, upon the acquisition of such fine specimens of British work.
   Not only has Mr. Barber presented these machines to the British nation, but he has also offered his services as a designer, constructor and pilot to the Government as far as his time permits. Although no conditions were attached to the gift, he suggested that two machines might be allotted to the Navy, as they are particularly adapted to being fitted with combination floats and wheels to allow them to rise from or descend upon either land or water. This suggestion was, we understand, accepted, and two accordingly will be allotted to the Navy.
   Mr. Barber, who is thirty-six years of age and of independent means, became imbued nearly three years ago with the idea that aviation was bound to become an indispensable factor in warfare, and since then he has devoted his entire time to inventing and constructing aeroplanes designed for naval and military purposes. For two years he built numerous machines, and carried out many costly experiments on Salisbury Plain, but lately his work has been transferred to Hendon. He has built twelve machines, and taught numerous men to fly, including several Army Officers. His work has cost him up to the present nearly ? 10,000. His latest Valkyrie type of military monoplane has the engine and propeller behind the pilot, thus securing an unobstructed view, whilst the under-carriage permits the machine to descend safely upon extremely rough ground. The machine is light, though strong, and can be folded up in a few minutes for transportation by road.
   Mr. Barber intends to continue devoting his time to aeronautical research and experiments, and he is now commencing another and improved type of military monoplane in which his object is to secure automatic lateral stability equal to the longitudinal stability he has been so successful in finding. During the past six months Mr. Barber has made some attempt to augment his resources for carrying on such expensive work by entering the commercial field, but he intends to abandon this now as it encroaches too much upon his time; which he wishes to devote exclusively to research work and practical experiments connected with improved types of aerial craft. His company, the Aeronautical Syndicate, will, however, continue as before except that Mr. W. R. Prentice, who is a certificated pilot of the Royal Aero Club, will now take over the entire management.


MR. BARBER MAKES A CROSS-COUNTRY FLIGHT.

   AFTER having carried out his arrangement at the Shoreham Aerodrome for giving exhibition flights during last week, Mr. Barber on Wednesday morning last, starting about 5 a.m. from the Shoreham Aerodrome, accompanied by Miss Edith Meeze, a pupil of the Valkyrie School, as passenger, made a two hours' cross-country flight to Hendon. In this trip he was using the small Gnome-engined racing Valkyrie, which was designed to carry one person only. Therefore, taking a second person on the machine and making the trip without a hitch from Shoreham to Hendon is a remarkably praiseworthy achievement to have accomplished. Incidentally, thereby Miss Meeze can probably lay claim to be the first lady who has been favoured with so long a cross-country flight. Moreover, she did not prove a mere dead weight, as, being quite at home upon an aeroplane, she manipulated the map by which Mr. Barber sought his way, and finally was able to espy Brooklands Aerodrome some seven miles ahead even before the pilot had realised he was anywhere near it. Unfortunately the compass which was being used got out of order, and Mr. Barber therefore got right away from his reckoning, passing Brooklands fully 20 miles to the left. He then came down and started off again, but his compass still serving him ill he once more got astray and landed at King's Langley, the other side of St. Albans, where he was most courteously received by Mr. Bradford, on whose grounds he came to earth. After a welcome meal hospitably provided by Mr. Bradford the voyagers were again off, and this time managed to reach Hendon without further incident.
   On Tuesday night, the evening before his cross-country trip, Mr. Barber indulged in a novel form of trip. At the suggestion of the General Electric Co., he made a flight with commercial goods from Shoreham to Hove, delivering a large case for the Company of Osram electric lamps. Having accomplished his errand, he at once returned to the Shoreham Aerodrome. For this little episode Mr. Barber received a sum of ?100, and with generosity only exceeded by that of his recent gift to the Government, he proposes that this sum, together with any other sums of a similar character which he may receive in payment for trips and exhibitions of this nature, he will devote entirely to the giving of prizes in connection with aviation. Those who, therefore, make any arrangements with Mr. Barber on these lines, may have the satisfaction of knowing that they are thereby incidentally helping forward the great cause of aviation.


Flight, July 15, 1911.

FROM THE BRITISH FLYING GROUNDS.

London Aerodrome, Collindale Avenue, Hendon.

   Valkyrie School. - On Tuesday last week, Mr. Barber, at Shoreham, at 6 a.m., made the first attempt to carry passengers on the Type B racing machine. He was successful in taking Miss Meeze up to a height of 1,000 ft., afterwards also carrying Mr. Barrons to 500 ft. In the latter case the useful weight lifted amounted to 28 stone. In the evening Mr. Barber fulfilled the contract with the General Electric Co., by flying from Shoreham to Hove Marine Park with a case of Osram lamps as reported in our last issue. He accomplished the journey at a height of 1,500 ft., and everything passed off satisfactorily. The landing place was not more than six acres in extent and surrounded by trees, whilst a wind from 15-20 miles an hour was blowing.
   Type B racing machine was out on Wednesday, and passenger flights were given to Messrs. Clutterbuck, Wells, Perry, and Miss Prentice, all of whom did well in managing the elevator. Miss Prentice, who is only sixteen years of age, "piloted" the machine round almost a complete circuit.
   A lot of flying was got through in the evening of Thursday on the Type B military Valkyrie. Two solo flights, each about 20 mins. duration, at heights ranging well over 1,000 ft., were put up, although a tricky wind registering 17 miles an hour was blowing. During the evening the following passengers were given flights :- Messrs. Wells, Perry, Prentice, Chas. C. Turner, Lan Davies, and Miss Meeze. This machine is now fitted with auxiliary levers for pupil passenger work, which have proved to be of the greatest service in assisting tuition.
   The No. 5 Type B monoplane, which is now fitted with dual controls for pupils, was in work next day, when lessons were given to Messrs. Wells, Perry, and Miss Meeze, in addition to several passenger flights, including one to Mr. Greswell, the well-known aviator. By way of a finish, Mr. Barber indulged in two solo flights, attaining in each case heights over 1,000 ft.
   Saturday the school machine was out, and Mr. Barber, after accomplishing a figure of eight at a height of 500 ft., the machine was taken in hand by Mr. Perry, who put in a lot of good practice, accomplishing circular flights in good style. In the evening the No. 5 Type B machine carried numerous passengers, among them being Miss Meeze and Mr. Bellingham, the former being taken to well over the height of 1,000 ft., and the latter to a height of 500 ft. or 600 ft.


Flight, September 2, 1911.

   I have pleasure in enclosing photo of my one-eighth scale model Valkyrie Type "A," on which I should be pleased to receive the criticism of your readers.
Shoeburyness. W. BACON.


Flight, October 14, 1911.

THE NEW VALKYRIE RACER.

   THIS latest emanation from the workshops of the Aeronautical Syndicate, while it presents little or no difference in its broad outline to its Gnome-engined predecessor, is chiefly remarkable for the care that has been bestowed upon the detail design in general and the excellence of the workmanship throughout. Indeed it would be impossible to cite a machine in which these features, especially that of finish, have been the subject of such careful consideration.
   The use of aluminium, except for those small lugs which serve as bases for the nuts that tighten the bracing wires, has been altogether discarded and mild steel has been substituted in its place.
   Each welded steel socket is doubly plated, first with a deposit of copper and then with a coating of nickel. This absolutely eliminates rusting and is claimed to be far more effective than if only one deposit were applied. The pressed steel engine bearers, the eye-bolts and even the cylindrical coils of steel wire that are used in place of copper ferrules for attaching wires, are all nickel-plated in a similar fashion.
   Mr. Barber has introduced a refinement in the design of the attachment of the heavy gauge wires that brace the wings from the underneath. Each of these wires is threaded and screwed into a conical steel adapter, machined from the solid. To its upper end is bolted a length of stout strip steel which is bent at an obtuse angle, according to the angularity of the particular wire to which it is attached. This angle-piece is applied to the wing spar by a single bolt, from which also depend the wires that cross-brace the wings, that take their weight when stationary, and that take their drift in flight.
   At the point where the bolt is passed through, the spar is armoured by a shoe of mild steel embracing its near side. Unfortunately the sketches that we have in preparation of this and other fittings are not ready for insertion. They will appear in next week's issue.
   The unit comprising the engine bed and pilot's and passenger's seats is so arranged as to be readily detachable for transportation purposes.
   Varnish has been applied t o the supporting surface immediately in the wake of the propeller draught in order to protect the fabric from the rotting effect of the oil thrown out by the engine - a 50-h.p. Gnome.


Flight, November 11, 1911.

FROM THE BRITISH FLYING GROUNDS.

London Aerodrome, Collindale Avenue, Hendon.

   Valkyrie School. - Early in the morning of Tuesday last week Capt. Loraine was out making several fine flights on the Gnome-Valkyrie racer. At the same time Chambers was practising on the school machine. Later Mr. Barber was up on the Valkyrie No. 10, making several pretty flights.
   Conditions were ideal next day early in the morning. At 7 a.m. Capt. Loraine ascended on the Gnome-Valkyrie, and rose to 300 ft., and then earned out several figure eights. On descending he decided to fly for his certificate. He then rose several hundred feet, and made the first distance flight of five figure eights for his brevet, attaining quite twice the necessary altitude. His vol plane descent was very fine. Messrs. Driver and Silmet officially observed this flight. Consistent gales took charge of the air, and prevented him making his second test flight, lust before dark, Mr. Barber gave an extended passenger flight to Miss Franklin. At the same time, Ridley-Prentice was out on the school machine, and made two circuits of the aerodrome at an altitude of 100 ft., descending en vol plane, with a very light landing. Chambers took over the machine and made an excellent circuit.
   Heavy fog prevented a start on Friday before 9 a.m., when Mr. Barber ascended on No. 11. He had only accomplished a few circuits before a strong wind rose, gradually increasing to the gale which prevented any flying during the week-end.
   At 7.40 on Tuesday last, Captain Loraine ascended on the 50-h.p. Gnome-Valkyrie, and made his second series of figure eights for his certificate. During this flight an altitude of at least 300 ft. was attained. On descending, the machine ran outside the limit of 50 metres from the observers, and to clear up any doubt, Capt. Loraine re-ascended and made two more circuits, landing perfectly within 20 metres of the observers. Messrs. Driver and Salmet acted as official observers. We believe he is the first pupil to secure his brevet on a 50-h.p. Gnome-engined monoplane.