А.Шепс Самолеты Первой мировой войны. Страны Антанты

"Блерио-XI" 1909 г.

   Известность знаменитому французскому конструктору, начавшему строить самолеты еще в 1905 году, принес полет, совершенный им 25 июля 1909 года. В 1908-м английская газета "Дейли Мейл" назначила приз в 500 фунтов стерлингов авиатору, который совершит перелет на самолете через Ла Манш. В 1909 году приз был увеличен до 1000 фунтов стерлингов. Трое французских авиаторов оспаривали этот приз: Чарлз де Ламберт на биплане "Райт", Хуберт Латам на моноплане "Антуанет" и Луи Блерио на своем новом моноплане "Блерио-XI".
   После того как де Ламберт выбыл из соревнования, 19 июля попытку совершил Латам, но пролетев 32 км на высоте 300 м, машина упала в воду из-за остановки двигателя. Пилот был подобран экипажем французского эсминца "Гарпун".
   И наконец, 25 июля в 4 часа 35 минут Луи Блерио взлетел на своей новой машине. При полете над заливом самолет сопровождал эсминец "Эскопет". Через полчаса полета на горизонте показались меловые утесы английского побережья в районе Дувра. Через 38 минут полета, исчерпав запас топлива, машина совершила вынужденную посадку около поселка Норф Фоланд Медоу. Со сломанными шасси и винтом самолет приземлился на склоне холма. Самолет "Блерио-XI", прозванный за этот перелет "Ла-Манш", стал сразу знаменитым. На фирму "Блерио" посыпались заказы. Большое количество машин заказали военные ведомства Англии, Франции, России, Бельгии, Италии и других стран. Покупали его и пилоты-авиалюбители.
   Это был расчалочный моноплан деревянной конструкции. Фюзеляж прямоугольного сечения обтягивался полотном только в носовой части. Крыло трехлонжеронное, деревянной конструкции, обтянутое полотном. Крепление осуществлялось тремя парами растяжек из стального троса. Руль поворота и руль высоты деревянной конструкции, обтянутые полотном. Руль поворота устанавливался на конце фюзеляжа. Руль высоты - под фюзеляжем, в хвостовой части. На самолет устанавливались различные двигатели воздушного охлаждения мощностью от 35 до 80 л. с. Самолет имел оргинальное шасси, рычажно-пружинная амортизация которого была довольно громоздкой. Вместо костыля - хвостовое колесо или две металлические дуги. Металлическими были также стойки кабины. С началом войны самолеты, состоявшие на вооружении в различных странах, использовались первоначально в целях разведки. Однако тихоходный, с малым радиусом действия самолет не удовлетворял военных и до начала 1916 года использовался как учебный.


Модификации
   "Блерио-XI" - "Ла-Манш" - основной вариант, построенный в большом количестве, в том числе и по лицензии, с двигателями "Анзани" (25, 35 и 40 л. с.), "Гном" (50 л. с.). Отдельные самолеты отличались размерами, конструкционными материалами.
   "Блерио-ХI-бис" - развитие предыдущего, с двигателем "Гном" (50л. с.), отличался конструкцией оперения и несколько большими размерами. Были отдельные экземпляры с более мощными двигателями. Выпускался с конца 1909г.
   "Блерио-ХI-2" - двухместный вариант "Блерио-XI" с двигателем "Анзани" (35л. с.). Крыло имело небольшое поперечное V. Применялся хвостовой костыль.
   "Блерио-ХI-2-бис" - двухместный учебный, разведывательный и связной самолет несколько увеличенных размеров. Стабилизатор треугольный, вытянутый до задней кромки крыла. Самолет был неустойчив и труден в управлении. Двигатель "Гном" мощностью 70л. с.
   "Блерио-ХI-3-бис" - трехместный вариант с двигателем "Гном" (100л. с.). Большого распространения не получил.
   "Блерио-ХII" - развитие серии "Блерио-XI", но крыло сделано по схеме высокоплана вместо "среднеплана"-предшественника. Двигатели "Гном" (60 или 80 л. с.). В 1910 году несколько самолетов поступило в Россию.
   "Блерио-XXI" - двухместный вариант, созданный на базе "Блерио-ХI-2-бис" с двигателем "Гном" (70л. с.).
   В преддверии войны почти все машины получили дополнительное название "Милитэр" (военный). Конструкторы пытались предложить машины военным, доказывая пригодность своих машин для целей разведки.


   Показатель Блерио-XI "Ла Манш" Блерио-XI-бис Блерио-XI-2-бис Блерио-XI-3-бис Блерио-XXI Блерио-XI-2"
   1909г 1910г 1910г 1911г 1911г
   Размеры, м:
   длина 7,6 7,75 8,25 8,50 8,24 8,50
   размах крыльев 8,20 8,9 11,0 11,4 11,0 10,35
   высота 2,60 2,60 2,60 2,50 2,60 2,60
   Площадь крыла, м2 14,0 14,5 25,0 25,0 25 25,50
   Вес, кг:
   максимальный взлетный 320 370 570 610 330 585
   пустого 220 240 350 380 330 350
   Двигатель: "Анзани" "Гном" "Гном" "Гном" "Гном" "Гном"
   мощность, л. с. 25 50 70 100 70 80
   Скорость, км/ч 70 95 85 100 90 106
   Дальность полета, км 300
   Потолок практический, м 300 1300
   Экипаж, чел. 1 1 2 3 2
   Вооружение 60 кг бомб


Машины, строившиеся в России по схеме "Блерио-XI"
   Блерио-XI "Дукс" Гризодубов-IV Россия-Б "Люсик" Стаселя
   1912г 1912г 1910г 1910г
   Размеры, м:
   длина 7,20 7,5 7,5 7,5
   размах крыльев 8,90 7,5 7,5 7,5
   высота 2,30
   Площадь крыла, м2 20,9 14,0 14,0 14,0
   Вес, кг:
   максимальный взлетный 440 340 330 340
   пустого 295 240 230 240
   Двигатель: "Гном" "Анзани" "Анзани"
   мощность, л. с. 70 25 25
   Скорость, км/ч 90 70 70 70
   Экипаж, чел. 1 1 1 1
   Вооружение - - - -

В.Шавров История конструкций самолетов в СССР до 1938 г.

Из большого числа самолетов "Блерио" в России было несколько типов, один из которых строился серийно. Автор их французский конструктор и летчик Луи Блерио получил мировую известность, впервые перелетев из Франции в Англию через Ла-Манш 25 июля 1909 г. на своем самолете "Блерио-XI". За 1907-1913 гг. Блерио построил до трех десятков различных самолетов своей конструкции. Некоторые из них применялись как учебные и спортивные и до войны пользовались широкой известностью. Для военного применения самолеты Блерио были мало пригодны. Стрелкового вооружения они не имели и их применяли на фронтах недолго. К 1917 г. эти самолеты прекратили свое существование, и сам Блерио уже участвовал в создании других конструкции самолетов, в том числе самолетов "Спад".

   "Блерио-XI" ("Блерио" учебный). На этом самолете многие. учились летать в 1909-1910 гг. Самолет был приобретен в двух десятках экземпляров русским военным ведомством и частными лицами. В 1910-1915 гг. он применялся в русских летных школах, под конец преимущественно как учебно-рулежный. Первоначально на "Блерио-XI" был установлен двигатель "Анзани" в 25 л. с., с которым этот самолет летал неуверенно. Потом ставились двигатели в 40 л. с. (ENV и "Лабор"), но и их мощности было недостаточно для устойчивого и надежного полета, и в том же 1910 г. на самолете был установлен двигатель "Гном" в 50 л. с. при сохранении той же конструкции. Были небольшие колебания в размерах различных экземпляров "Блерио-XI". С двигателем "Гном" в 50 л. с. эти самолеты стали называться "Блерио-XI бис".

   "Блерио-XI бис". Схема - одноместный расчалочный среднеплан. Хвостовая часть расчалочного деревянного фюзеляжа без обтяжки, летчик был скрыт в фюзеляже лишь по пояс Шасси - схемы Блерио, нигде больше не встречавшейся, несколько громоздкое, но мягко амортизировавшее и не боявшееся боковых ударов Вместо костыля - две перекрещенные дуги из стальных труб, иногда - хвостовое колесо.

   Рули высоты - на концах стабилизатора, позже - нормальные (по задней его кромке). Площадь крыла колебалась от 14,5 до 17,5 м2

   "Блерио-XI бис" появился в России осенью 1910 г., а с лета 1911 г. стал выпускаться заводами "Дукс", РБВЗ и Щетинина. Первое время его называли "Блерио гоночный", противопоставляя учебному "Блерио" с двигателем "Анзани" в 25 л. с. У авиатора П. А. Кузнецова был свой "Блерио-XI" с двигателем "Гном" в 100л. с., на котором он летал осенью 1910 г. в Киеве, Житомире и других городах.

   "Блерио-XI" завода "Дукс" с двигателем "Гном" в 50 л. с. Конструкция та же, размеры немного больше. Строился в небольшом количестве в 1911-1912 гг. Применялся как связной и учебный до осени 1916 г.

   "Блерио-XI 2 бис" - самолет увеличенных размеров, двухместный, учебный с двигателем "Гном" в 70 л. с. (иногда в 50 л. с.) Сиденья были расположены рядом, схема и конструкция в общем те же, но стабилизатор - большой, треугольный в плане - был вытянут до самых сидений. Устойчивость самолета была плохая. Самолет применялся в 1911-1912 гг. в военной авиации и в летных школах в небольшом числе импортных экземпляров.

   "Блерио-XI 3 бис" - трехместный вариант предыдущего типа, но с двигателем "Гном" в 100 л. с. В России был в единственном экземпляре.

   "Блерио-XII" ( "Блерио-12"). Самолет был в двух вариантах: одноместный с двигателем "Гном" в 60 л. с. и двухместный с двигателем "Гном" в 80 л с. Конструкция та же, размеры разные. Самолет был в России в единичных экземплярах. На Первой Всероссийской неделе авиации в августе 1910 г. на нем удачно летал поручик Б. В. Матыевич-Мацеевич, а лейтенант Г. В. Пиотровский с пассажиром совершил перелет из Петербурга в Кронштадт - первый в мире перелет над морем из одного города в другой, французский авиатор Пегу на этом самолете летал стоя, не касаясь руками ручки управления, а подправляя ее ногой.

   "Блерио-XXI" ( "Блерио-21" ). Крылья и оперение - от типа "XI-2 бис", фюзеляж - двухместный, места - рядом, штурвал управления один, педалей две. Двигатель - "Гном" в 70 л. с. В России было несколько импортных экземпляров.

   "Блерио-27" был куплен в единственном экземпляре в 1912 г. В нем было оригинальное шасси со стальными полурессорами, противокапотажный подвижной полоз с колесиком и своеобразный капот двигателя с отводом выхлопных газов под крылья. Самолет оказался неудачным, был неустойчив в полете, а нижний кабан его находился всего в 10 см от земли, что бывало причиной аварий при посадке.

   "Блерио-Моран" . Это был тот же "Блерио-XI", но с шасси, состоявшем из деревянных Л-образных стоек, замыкавшихся понизу короткими полозами, к которым крепилась сквозная ось колес. Двигатель - "Гном" в 50 л. с. В России самолет был в одном или в двух экземплярах, показывался на Второй Петербургской неделе авиации в 1911 г. и участвовал в перелете Петербург-Москва.

   "Томанн" ( "Блерио-Томанн" ). Вариант "Блерио-XI" но с фюзеляжем, сделанным в виде пространственной фермы из стальных велосипедных труб, соединенных в стыках ацетиленовой пайкой. Фюзеляж был без обтяжки. Самолет распространения не получил, хотя его конструкция и представлялась целесообразной. Военные приемщики того времени писали, что "этот аппарат полезно было бы иметь как образец простой металлической конструкции и как прочный учебный аппарат для обучающихся на Блерио".




Самолет||// завода /////
Год выпуска||1909/1910/1912/1910/1911/1911/1912/1910
Двигатель, марка||///////
   Мощность||25/50/50/70/100/70/50/25
Длина самолета, м||7/7,75/7,20/8,25/8,5/8,24/6,15/6,9
Размах крыла, м||8,6/8,9/8,9/11/11,4/11/9/7,6
Площадь крыла, м2||14/14,5/20,9/25/25,0/25/12,5/16
Масса пустого, кг||220/240/295/350/380/330/210/200
Масса топлива+ масла, кг||30/?/?/?/?/?/?/?
Масса полной нагрузки, кг||100/130/145/220/?/?/130/?
Полетная масса, кг||320/370/440/570/?/?/340/?
Удельная нагрузка на крыло, кг/м2||23/25/?/23/?/?/?/?
Удельная нагрузка на мощность, кг/лс||14/7,4/?/8,1/?/?/?/?
Весовая отдача, %||31/35/?/39/?/?/?/?
Скорость максимальная у земли, км/ч||70/95/90/85/100/90/105/70

J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)

Bleriot Aeronautique

<...>
  Bleriot returned to the monoplane layout for his next, and far more successful, design - the Bleriot 11 in which he made his famous flight across the English Channel. This resulted in his being swamped with orders for his aircraft. Small numbers of the Bleriot 11s were used during the first few months of the war. However, Bleriot's subsequent designs, especially his heavy bombers, were far less successful. During the war Bleriot produced aircraft under license for other manufacturers, particularly the SPAD firm.

L.Opdyke French Aeroplanes Before the Great War (Schiffer)

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

Журнал Flight

Flight, January 9, 1909

THE FIRST PARIS AERONAUTICAL SALON.

"Bleriot (No. 11)."

   Monoplane having a relatively narrow spread, only 7 metres. At the rear of the longitudinal girder is a fixed plane with pivoted elevating tips, and above it is the rudder. High up, above the main wings, in the centre, is a small keel to give stability. In front is a 25-h.p. 7-cyl. R.E.P. engine, driving a 4-bladed tractor-screw, fixed direct to its crank-shaft.


Flight, January 30, 1909

Bleriot Flies with His Short-Span Machine.

   MUCH interest attaches to the short span, No. 11, which M. Bleriot exhibited at the Paris Salon, and the trials of its practicability are naturally being watched by all aviators with especial concern. So far, these essays have been going very satisfactorily, and on Saturday last a flight of 200 metres was accomplished. The speed was of course very high indeed, and although no official record was made it was estimated at quite 75 k.p.h. The altitude attained was only about 2 metres, but the flight was stable from start to finish. The supporting surface of this machine is only about 12 metres.


Flight, July 3, 1909

Bleriot Makes a Big Advance.

   IN view of the long time he has been experimenting, and the number of machines he has built, it is a little difficult to comprehend that M. Bleriot's longest flight was the cross-country one of last year, which only lasted for 11 minutes. By his splendid performances during last weekend, he has shown that his baby monoplane, "No. XI," is capable of staying aloft for long periods. On Friday evening, at Issy, M. Bleriot mounted his machine, and in spite of a strong wind blowing, succeeded in making eleven circuits of the big parade ground, the time occupied being 15 mins. 30 secs. Needless to say, on making a perfect landing after this trip M. Bleriot was accorded an ovation by the few enthusiasts who had stayed behind to see the finish. On Saturday last MM. Archdeacon, Chanviere, Zens, and A. Fournier were present on the ground on behalf of the Aero Club, and at 7 o'clock M. Bleriot started for another long flight. He flew for 36 mins. 55 3/5 secs., and could have continued but for the fact that owing to overlubrication the engine commenced miss-firing. M. Bleriot therefore cut off the ignition, and came to earth. It was a pity that automatic lubrication was not installed, for the intrepid aviator had no doubt that, but for the miss-firing, he could have kept going for over an hour. Otherwise the three-cylinder Anzani engine was working perfectly. M. Bleriot is now at Douai with his "No. 12 " monoplane. On Monday he flew for 2 1/2 kiloms. at a height of 20 metres, and on the following day he carried a passenger over the full circuit of the Brayelle aerodrome.


Flight, July 17, 1909

TWENTY-FIVE MILES ACROSS COUNTRY - BLERIOT'S GREAT FLIGHT.

   NOT the least interesting part about the whole affair of M. Bleriot's wonderful flight is the almost casual manner in which it was undertaken. M. Bleriot has indeed been a busy man of late, and what with trotting to and fro between Douai, Paris, Mondesir, and other places, he has really had very little time to himself. Only on Saturday last he was making some very successful flights at Douai with one of his other machines, and he just left his small-span flyer to more or less look after itself until conditions promised favourably for his long flight. It was on Monday evening that he really decided that "to-morrow" should be the day, and having seen that the Anzani engine was working properly, he had the flyer taken from the farmyard, where he had "lodged " it, a kilometre and a half down the road to the south of Etampes. There he stored it, covered up in ticking against a haystack in a field overnight, while he went to stay at Toury with M. Lambert. At 3.30 a.m., on Tuesday, July 13th, he was up again, and together with his host, M. Leblanc, M. Fournier, and his wife, set off in motor cars for the scene of the trial, where they were met by M. Guyot, who had come over from Orleans by road. Thus were the officials of the Aero Club of France in readiness to observe the flight, and record it in the world's history. Under fifty yards' start sufficed to get the flyer aloft, and hardly had M. Bleriot passed the word that he was ready than he was flying along at a height of some 25 metres above the ground. Off chased the three motor cars in pursuit, and soon the cavalcade was spinning along over the high road to Orleans, while Bleriot himself sped over hedges, ditches, fields and trees as he cleaved his own course in a direct line for his destination. Now ascending a little, now coming closer to the earth, the Bleriot flyer kept steadily on, and those awake at this early hour could only stare in amazement at the wonderful episode. Presently the railway between Etampes and Orleans hove in sight, and the locomotive of an approaching train whistled with all its might. Heads were thrust out of carriage windows, first in alarm, then in amazement as the astonished occupants had the experience of witnessing under unique conditions the new locomotion which needs neither road nor rail. It was an inspiring moment, as Bleriot, gracefully increasing his altitude to clear the telegraph wires, sailed calmly over the railway high above the train, waving his hand to the excited and cheering passengers.
   One of the great questions which is always advanced when the subject of flight is on the tapis, is what will happen if the pilot has to descend en route in the middle of his journey. The conditions of the Prix de Voyage afforded an opportunity for the competitor to give a demonstration on this point, and M. Bleriot, sportsman that he is, took advantage of the rules by voluntarily descending in a field near Barmainville, although as a matter of fact he gained nothing by so doing, and stood to lose on the chances of failure which are naturally inseparable from a re-start. At the expiry of 10 minutes the timekeepers who were on the spot again gave the: word to "go," and with a shorter run that before M. Bleriot at once flew up in the air. Toury was the next place passed, and as M. Bleriot has been staying there, and making there from many of his splendid flights, there was naturally additional enthusiasm among those who had got up early enough to witness his further prowess. Passing Chateau Gaillard on the left, and leaving Dambron on the right, Bleriot hove in sight of Artenay and approached his goal as the wind freshened up from the west. This caused the aviator to describe a semicircle in the air while he cleared the railway and the telegraph wires before coming down to earth upon the selected spot at Croix-Briquet-Cheville, which is about 13 kiloms. out of Orleans. In alighting somewhat rapidly slight damage was done to one of the propellers.
   Having started from Chicheny at 4.44 a.m. official time, the landing took place at 5.40. a.m. The distance is given at 41.2 kilometres, and the net time 44 mins. In accomplishing his task, M. Bleriot has established the right to receive 5,000 frs. as pilot, 4,000 frs. as constructor, while M. Anzani receives 3,000 frs. for having made the engine, and M. Chauviere 2,000 frs. as builder of the propeller. Half of these sums will be paid over as soon as the record trial has been certified, but the other half will only be acquired if the performance is not beaten before the 1st of January,1910.
   Having finished his journey, M. Bleriot without delay proceeded to dismantle the machine, and having detached the wings and tied them on to the main framework in readiness for transport, he made arrangements for its removal to Vichy, via Paris, in anticipation of the competitions which take place there. In 35 mins. the flyer was already on its way to the Bleriot establishment at Neuilly, and by mid-day it had arrived there. And there are those who say these machines are not portable.
   M. Bleriot, who has thus accomplished the longest cross-country flight, has performed an even greater achievement in making such a successful attempt with what can with some justice claim to be the smallest practical flyer in existence. It is perhaps a little heavier than the Curtiss biplane in America, but it is smaller. M. Bleriot has always been a great advocate of the monoplane principle, although among other machines he has built a very large biplane. The flyer with which he accomplished his present record is the smallest of his series of monoplanes, and was one of the great attractions at the Paris Salon, where it was not unusual to find doubts expressed as to its capacity for flight at all.


Flight, July 31, 1909

THE BLERIOT SHORT-SPAN MONOPLANE - THE CHANNEL FLYER.

   M. BLERIOT has constructed, at one time and another, many flyers. That to which the accompanying illustrations refer is known as "No. 11," and its special feature lies in the fact that it is one of the smallest practical machines ever built. Its greatest achievements are the crossing of the Channel on Sunday, July 25th, 1909, and a cross-country journey of 25 miles as recorded in FLIGHT, page 421. The appearance of this machine at the first Paris Aero Salon in December of last year was the occasion of considerable comment on the part of all interested in the science of aviation, for no one other than M. Santos Dumont - whose "Demoiselle" was hardly to be regarded in the category of full-size machines - had at that time attempted to build anything quite so compact as the short-span flyer which M. Bleriot exhibited. As the result of preliminary experiment some modifications were made of the original dimensions, but the machine itself is still wonderfully compact, and is altogether quite the smallest-looking flyer which has hitherto met with any sort of success.

Champion of the Monoplane.

   From the time that M. Bleriot abandoned his overwater experiments in 1906 he has been a champion of the monoplane principle, and none have shown greater perseverance than he in the mastery of the problem of flight along these lines. He experienced innumerable difficulties in his early attempts and he met with delay after delay, for he was always having mishaps which damaged his flyer, although they never once placed him hors de combat personally. This latter fact was, it may almost be said, his only consolation, for there were not wanting critics in those days who doubted his ultimate success, and it must be remembered that Wilbur Wright had not then encouraged Europe with his epoch-making demonstrations of what could be done in the air. That patience and pe as the man who first flew across the Channel, and, as some will have it, thereby destroyed for ever the insular position of England.
   M. Bleriot not only taught himself to fly, but he achieved flight with a monoplane of his own design; further, in his "No. 11" he developed the one-deck principle in a manner which has placed the seal of success on this type of machine, although it has not altered the fact that the monoplane still remains the racer of the air.

General Characteristics.

   Being a monoplane, the Bleriot flyer "No. 11" has of course only one deck, or, to be more descriptive, one pair of wings, for it is common to refer to the deck of a monoplane as a pair of wings, since the construction differs from that common in biplanes on account of the position of the main frame which divides the deck in the centre and thus causes each half to jut out like an extended wing from the body. It is a feature of the Bleriot construction that these wings can be readily dismounted in order to facilitate the transport of the flyer. The member to which they are attached consists of a lattice-work box girder having a square section in front but tapering to an edge behind, so that in plan it somewhat resembles the lines of the after-part of a racing skiff. At this extremity there is a rudder, and a little further forward a supplementary plane forming a tail. This member is mounted beneath the girder, and its extremities are pivoted so as to be independently movable for the purpose of control.
   The pilot sits in the main frame, slightly forward of the rear edge of the main wings, and the situated a corresponding amount in front of edge, and is immediately above a two-whe which carries the weight of the fore part of when it is resting on the ground: the rear two-bladed tractor-screw, made of wood. Jutting out above the main-frame, between the pilot's seat and the engine, is a light triangular steel frame, which originally carried a small fin, but has since been deprived of this member. The frame itself remains, however, as it is used in connection with the staying of the main wings.

The Main Wings.

   The main wings, which, as already explained, consist of two single members which are independently detachable from the main framework, are each built up around two transverse wood spars having a solid rectangular section measuring about 3 by 1/2 ins. At frequent intervals, about 7 ins. apart, these two spars are joined by curved ribs, some of which are quite slender pieces of wood having a square section of only about 1/4 in. square, while others are formed by strips of wood. The main rib at the inner extremity of each wing is entirely of wood, and has a built-up channel section. The wings are double-surfaced with Continental fabric, that is to say, the ribs and spars are entirely enclosed top and bottom by this water-proof material, and therefore present a perfectly smooth contour on both faces. At the maximum point, the thickness of the wings is about 3 1/2 ins., but the front edge and the trailing edge are both sharp. Transversely the wings form a straight line, but in fore and aft section they are cambered in accordance with the usual practice, and the maximum amount of camber is about 3 1/2 ins. This point occurs a little less than a third of the distance from the leading edge. The extremities of the wings are rounded off in a manner which is clearly indicated in our accompanying drawing.
   Having a span of 28 ft. and a chord of 6 ft., the aspect ratio is only 4.65 and the area 150 sq. ft.

Supplementary Surfaces.

   The supplementary surfaces on the Bleriot flyer consist of a monoplane tail having pivoted extremities, and rudder. The overall span of the tail, including the tip, is aproximately two-thirds that of the main wings, and the area is about one-fourth as great. The pivoted tips are approximately square, and have an individual area of about one-fourth that of the full area of the tail. The rudder, which is shaped in accordance with the constructional requirements, has an area of approximately 4 1/2 sq. ft. It is situated about 13 ft. behind the rear edge of the main wings, and is pivoted about 18 ins. behind the rear edge of the tail.
   The construction of the tail is similar to that of the main wings, except that the principal transverse spar consists of a steel tube. The central portion of the tail, which is rigid in flight, can be adjusted in respect to its angle of incidence.

The Control.

   The pilot of the Bleriot monoplane "No. 11" sits on a low board raised but a few inches above the floor of the main girder, and rests his back against a leather strap. His feet are placed upon a pivoted cross-bar, by means of which the rudder is operated, and vertically in front of the pilot's seat is a lever for warping the wings and controlling the pivoted tips on the tail by means of wires. This lever is mounted in a somewhat peculiar manner, and has a curious inverted cup-shape fitting upon its lower end, which forms the subject of a Bleriot patent No. 21497 of 1908. It is manipulated with the left hand, while the right is free to control the throttle and ignition-levers, and also, as occasion requires, to operate a rubber bulb of the scent-spray variety for the purpose of increasing the pressure in the lubricating tank, as the sight-feed fitting has, for convenience, been placed somewhat above its lowest level.
   Balancing is controlled by warping the main wings, while the tips of the tail - which work together - perform the usual functions of an elevator.

Constructive Detail.

   First and foremost in the constructive details of the machine comes the mounting of the main wings. Me has already been made of the fact that each wing is b about two main spars, and it is these members wh employed for the attachment. The front spar, the more important of the two, juts out from th of the wing for a matter of 12 ins. or so, into a socket formed by a hollow rectang aluminium, mounted rigidly on the main machine. When in place, the joint is se bolts. The other main spar projects on and is merely bolted to a simple alu fastened at the side of the frame.
   The main frame itself is constructed of ash and is braced at intervals with wood struts and diagonal wire ties, which are fitted with tighteners.
   The attachment of the tail is another interesting detail equally remarkable for its simplicity. The weight of this member is carried by the lower principal longitudinal members of the main frame, to which it is fastened by a pair of channel-section aluminium clips. It is important to bear in mind that the clips are of channel section and therefore partially embrace the rectangular ash beam, thus necessitating only the lightest of bolts to complete the fastening. The bracket extension of these clips carry the main transverse bar of the tail which, as before mentioned, is a steel tube, and the mounting is so arranged that the tail can pivot upon this bracket as a hinge. The tailing edge of the tail is fitted with a little lug which is bolted to a bracket drilled with holes at frequent intervals so that the angle of incidence of the tail can be set with some nicety.

Chassis and Suspension.

   A pair of large bicycle wheels mounted on castor brackets serve to support the fore part of the machine when it is on the ground, and enable the initial run which precedes flight to be accomplished. The rear part of the machine rests upon a single wheel of smaller dimensions. The chassis to which the two principal wheels are attached consists of a pair of tubular steel columns braced together by two wooden beams, upon one of which the front end of the main frame of the machine rests. This beam is stayed to the heads of the steel columns by a steel strap so arranged that the girder frame rests in a kind of cradle. The upper beam is merely a strut between the two columns.
   The columns themselves are stayed to the frame, but the forks which carry the wheels are hinged as well as pivoted to the lower ends of the columns, and the wheel hubs are stayed independently to loose collars that ride upon a portion of the upper ends of the columns which are there turned smooth to receive them. These collars are anchored to the lower ends of the columns by a pair of very strong elastic bands, and it is these pieces of elastic which constitute the main suspension. Inside the hollow columns are springs used for the purpose of returning the wheels to their normal positions after they have been deflected to one side or the other while running along the ground. The connection between the springs and the wheel brackets is carried out by means of a single flexible wire, working over a swivelling pulley.
   As the chassis wheels rise and fall over uneven ground they cause the sliding collars to which they are braced to ride up and down on the vertical columns, and the wear which has taken place on this part of the machine is distinctly noticeable; in fact, the marking is suggestive that the collars are apt to jam, behaviour which might otherwise have been expected on account of their extremely short bearing surface, and the obliquity of the thrust which they have to resist.

The Engine.

   The engine with which the Bleriot "No. 11" is fitted is a 25-h.p. 3-cylinder Anzani of the semi-radial type, which means to say that the cylinders jut out radially from the upper half of the crank-chamber. The motor is aircooled, and has auxiliary exhaust ports in the cylinder walls, which are uncovered by the piston at the end of its stroke. The main exhaust valves are, of course, mechanically operated, but the induction valves are automatic, and are situated immediately above the exhaust valves.
   As the result of the semi-radial construction, the engine is extremely compact, great economy being especially noticeable in the length. The engine is attached to the machine by four channel-steel brackets which are bolted to the faces of the crank-chamber, and are drilled at intervals to the web for the sake of lightness.
   The bore and stroke of the motor are 100 by 150 mm.

The Float.

   During the Channel flight an inflated air-bag was attached inside the frame between the pilot and the tail to act as a float in water.


BLERIOT'S CROSS-CHANNEL FLIGHT.

   M. BLERIOT'S great success is a fitting sequel to Mr. Latham's splendid failure; there should be no jealousy in comparison, both are working in the cause of flight. M. Bleriot reflects glory on his defeated rival at the same time that he is crowned with the laurels of victory himself. And M. Bleriot deserves his success; how much, none save those who have followed his history in flight know. There were days not long since when M. Bleriot used to tumble with his machine with almost monotonous persistency; yet he kept on, in spite of criticisms. In those days, too, he was still trying to fly a monoplane, and monoplanes were not very popular just then, for there were not wanting critics who almost went as far as saying that they would not fly at all. M. Bleriot is the champion of the monoplane, and he has done more than anyone else to develop it. Moreover, he is engineer and pilot combined, and the machine with which he has crossed the Channel, and thereby traced his name indelibly on the pages of history, is his own machine, the work of his own brain, and if the truth were known, contains, we dare say, a good deal of his own handicraft as well. He is not only a worker, he is a sportsman, is M. Bleriot, and most thoroughly deserves every prize he has won.
   It is rather apt to be forgotten how very early M. Bleriot commenced his aviation experiences. As long ago as 1906 an illustration appeared in The Automotor Journal of May 26th, of an aeroplane which MM. Bleriot and Voisin had constructed for experimental work on Lake Enghien. It was a curious machine that, but it has this much of especial interest, that it was designed for use over water. In the following year, 1907, M. Bleriot had built and was trying at Issy, near Paris, a monoplane which does not differ in essentials from the machine which is on view this week at Selfridge's. What mishaps he used to have in those days! Almost every other time that he succeeded in getting off the ground he returned to earth with a crash; he always broke something, but it was never himself, always did this persevering pilot seem to bear a charmed life. As a matter of fact, he used to take what precautions he could, and he himself, as we mentioned last week, attributes many of his escapes to a little trick which he had of throwing himself on to one of the wings of his flyer when he saw that a catastrophe was imminent. M. Bleriot worked on the principle that it was impossible to save both man and machine.
   When M. Bleriot had advanced in the art of flight until he was easily among the two or three genuine pilots of the day, he conceived the idea of making quite a small machine, which type has since been known as his short-span flyer "No. 11." It was shown first of all at the Paris Salon at the end of last year, and attracted a very great deal of attention on account of its compact appearance. It was such a flyer as many had set their hearts upon, but as many more had deemed impracticable.
   No one foresaw then that this was to be the epoch-making machine with which he should fly 25 miles across country on July 17th and 31 miles across the sea on July 25th. True, the dimensions of the span are somewhat larger as the result of alterations which followed various preliminary experiments, but that it is still to all intents and purposes the same compact machine must have been apparent to all who took the unique opportunity of seeing it at Dover or during the past few days in London at the Selfridge showrooms.
   By his two great flights across country and across the Channel M. Bleriot has set the seal of success upon the monoplane principle. His achievements are another huge step in the "coming of the monoplane," about which we had occasion to speak at some length in our issue of June 12th, when Mr. Latham had been making some record flights with a machine of the same class. It is an advance, but it does not alter the problem; the monoplane is still by way of being the racer of the air. M. Bleriot took roughly 40 minutes to cross the Channel, his speed being in the region of 45 miles an hour average, and according to his own account was nearer 50 miles an hour shortly after the start. That is a speed which only a limited number of pilots can be expected to feel safe at in their early experiments. Safety lies in speed, there is much reason to believe, but that is a different kind of safety, and is hardly in the reckoning if the pilot himself is not at home in the air under such conditions. M. Bleriot is now a master of the upper element, but he worked hard for his degree; on no occasion has his knowledge and skill stood him in better stead than during his Channel flight, for there he met with difficulties which must surely have brought a less experienced pilot to sad grief.
   Even at the start there was, according to M. Bleriot's own estimate, a 10-knot wind; while, off Dover, the breeze was double this velocity, and the cliff currents particularly strong. In mid-Channel the wind had dropped, but at the moment of landing it was blowing in all directions.

The Story of the Flight.

   It was almost without warning, but nevertheless with a send-off on the French shore from an enthusiastic crowd, that M. Bleriot flew across the Straits of Dover from Les Baraques, near Calais, to Northfall Meadow at Dover on Sunday. July 25th, thereby incidentally winning the Daily Mail L1,000 prize. Taking the week-end as a whole, it has been one of the windiest periods of a particularly unsettled summer, and the previous day had in particular seemed hopeless for any cross-Channel flight. Half a gale had indeed been blowing and a heavy sea running only a few hours before, and hence it is hardly to be wondered at that the feat was as totally unexpected as it was.
   When this greatest of all great events in the annals of modern history was taking place the world and his wife were mostly abed, especially this side of the Channel. But M. Bleriot had got up at half-past two in the morning, not feeling very well, had taken a short motor run just to blow the cobwebs away, and that was why he was able to snatch the one brief fine moment that presented itself between the daytime storms of Saturday and Sunday. Seeing that the fates were propitious, he then lost little time in bringing out the flyer, and in spite of his injured foot he quickly carried out a practice flight over the sand-hills between Les Baraques and Sangatte. A little earlier, too, he had notified his intention to start to the destroyer "Escopette," which was consequently at that time standing out to sea, with Madame Bleriot and others already aboard - all anxiously on the look-out for him. Finding everything working properly with his machine, he speedily effected a fresh start, this time flying straight away over the cliffs and heading towards England.
   That was at about twenty minutes to five (French time) and it was about twenty minutes past five (also French time) that he landed at Dover. Accounts differ as to the exact moment of departure and descent, and as a matter of fact it is doubtful if any reliable timing was made since M. Bleriot started without a watch as well as without a compass. The distance of the flight was about 31 miles, and hence the speed was in the region of 45 miles an hour. During the crossing he flew at an altitude of 150 ft. to 300 ft., and thus kept much nearer the water than Mr. Latham did on his attempt.
   M. Bleriot's monoplane quickly outstripped the torpedo-boat destroyer "Escopette," with which the French Government replaced the "Harpon," that was on duty during Mr. Latham's attempt. In mid-Channel M. Bleriot lost sight of land and of his escort for a very uncomfortably long period - estimated by him to have been ten minutes - and was entirely without means of ascertaining his proper direction. In the circumstances he did the only thing possible, which was to keep straight on, and fortune favouring him, he sighted the English shore off Deal while heading for St. Margaret's Bay. Turning along the coast M. Bleriot flew towards Dover, and put in at a gap in the cliffs where a representative of Le Matin, M. Fontaine, was signalling to him with a tricolour flag. The site on which the landing was accomplished was the Northfall Meadow. Although the arrival was noticed from afar by several, and M. Fontaine was on the chosen part of the cliff at Dover, yet even he failed to see the real landing, and P.C. Stanford was the only eye-witness of this great historic event, the landing on British soil of the first flyer to cross the Channel.
   The actual contact with terra-firma was rather abrupt; in fact, not only was the propeller broken, but that part of the framework which carries the engine was also damaged. Mishaps of this sort, however, are absolutely negligible by comparison with the success of the main Daily Mail prize, and was none the worse for it, nor in all probability would his machine have been damaged had he been familiar with the site on which he was forced to alight.

Heard Afar Off.

   One of the most interesting minor points associated with M. Bleriot's cross-Channel flight, is the manner in which at Dover he was heard afar off by the very few people who happened to be about at the time. The whirring of the motor (doubtless chiefly due to the open exhaust) was quite distinctly audible, according to more than one eye-witness, even while the flyer itself was a mere speck in the distance. The night watchman on the Promenade Pier, in relating his account of the proceedings to the Daily Telegraph, says: "I suddenly saw a peculiar object away to the eastward, moving very rapidly across the sky. As it came closer I could hear the whirring of the motor, and I judged that it was one of the flying men who had made a start and had practically got across." The chief officer of the Coastguard Station similarly relates that he could hear "a continual buzzing when the machine was several miles away."

Looked Like a Bird.

   Next to the noise of the engine it was the high speed and bird-like appearance of the flyer which principally attracted the attention of those few who were privileged to witness its arrival in England. "The speed was almost incredible," said the chief officer of the Coastguard Station, and certainly the sight of a monoplane coming out of the distance through the air at forty miles an hour or so might be well calculated to appeal to the imagination even of one who's life duty it is to watch all that goes on in the Channel.

M. Bleriot's Last Flight.

   According to several reports M. Bleriot has definitely stated that he will give up flying after he has taken part in the Rheims races. Cherchez la femme of course, but who shall grudge Madame Bleriot her voice in the matter, now that her husband has done so much. Besides, although only 36, he has five children to think of, and there is after all some risk attached to the game which even M. Bleriot's phenomenal good luck might not for ever tide over. Let us, at least, wish him every success and all good fortune in - if it should prove to be - his last flight. It is nevertheless now said that, upon more mature thought, Madame Bleriot has since then withdrawn her embargo, so we may still hope to see M. Bleriot soar to even greater achievements.

Lost in Mid-Channel.

   It must have been a unique experience when M. Bleriot lost himself in mid-Channel, and it can hardly have been without a tremor that he realised himself absolutely "at sea,": although only 10 minutes, as to which way to go. It was a phase of the Channel flight which a good many people had anticipated and against which the more or less elaborate precautions that were proposed in the way of motor boats, &c, were in part to guard. That the first pilot should actually find himself in this predicament, no one of course expected, for most people naturally believed that no one would make the attempt without taking many precautions. To this extent M. Bleriot's flight may possibly be regarded as somewhat foolhardy, and the fact that he so quickly outpaced his convoy the destroyer, certainly rendered his position extremely hazardous had any accident happened; M. Bleriot himself admits as much. But fortune favoured him so that he kept his course. Speaking about his experience, M. Bleriot makes the curious remark that during the time when he was out of sight of land and other definite objects he "felt as if he was not moving."

The Commercial Side.

   Naturally enough M. Bleriot's success will give a trememdous impetus to his own aeroplane business, quite apart from the enormous lift which the entire industry, at home as abroad, will receive from his epoch-making exploit.
   Even as it is he has sold 15 of his machines since he started to take orders for them only a short time ago. He has also secured the monopoly of the Anzani engine which performed so well, and upon which so much of the success of the flight depended that, next to M. Bleriot, M. Anzani has naturally come in for much of the credit attached to this great historic flight.

Chevalier Bleriot.

   M. Bleriot arrived in Dover clothed in a cork jacket and overalls, and the more orthodox garments in which he subsequently appeared were on loan from Mr. Hart O. Berg - the European concessionaire of the Wright aeroplane, who happened to be staying at the Lord Warden Hotel. Mr. Hart O. Berg is a Chevalier of the Legion of Honour and his coat was decorated with the ribbon, which M. Bleriot desired to remove. Mr. Hart O. Berg remonstrated with him, however, saying that he was sure to have the right to the ribbon himself before long, and sure enough during breakfast came a telegram from France saying the Government had already conferred the honour.

Half Share with Latham.

   With sportmanlike generosity M. Bleriot offered to share the L1,000 Daily Mail prize with Mr. Latham if his rival should succeed in making the crossing during Sunday. But as Mr. Latham remained on the French coast M. Bleriot was not called upon to put his offer into effect.

The Flyer in London.

   Motoring in the vicinity of Dover, Mr. Gordon Selfridge, one of the heads of the great Oxford Street emporium, heard of the successful flight, and making his way to where the machine was surrounded by a crowd of spectators, he there and then arranged with the Daily Mail to have the flyer on view in his own showrooms in Oxford Street for the London public to see, and agreed to pay the sum of L200 to the London Hospital - an institution selected by the Daily Mail - for the privilege accorded. By this smart action on the part of a businesslike man, M. Bleriot's aeroplane was not only brought to London, but was actually on view by 10 o'clock on Monday morning, huge crowds flocking in from the earliest moment to avail themselves of the unique opportunity of inspecting its details. During the first three days of the week the stream of sightseers was constant, so much so that Messrs. Selfridge arranged to keep the monoplane for a further twenty-four hours, and, to enable as many as possible to see it, kept the part of their premises in which the machine was housed open until midnight on Thursday.

Bleriot and the Customs.

   The Customs officers, who were among the very few actual spectators of the arrival of M. Bleriot on the English coast, were very properly among the first to accost the pilot after his unconventional descent on British soil. With fitting forbearance, however, they recognised that it was only "one of those flying-men," and therefore made no attempt at an inspection for contraband.

Sixpence Admission.

   After the initial excitement had somewhat abated, a tent was erected as a temporary housing for Bleriot's flyer, and, in aid of local charity, a fee of sixpence was charged for the admission of the public, who hastened up in numbers to see the machine which had thus come so strangely in their midst.

The Prize and its Presentation.

   By crossing the Channel M. Bleriot had gained the L1,000 which the Daily Mail put up for this event, and the presentation of the cheque took place in the Savoy Hotel on Monday afternoon of this week. The gathering at the luncheon which preceded the formality was as notable as the occasion itself; among those present who supported Lord Northcliffe at the reception being the Right Hon. R. B. Haldane, Sir Edward Ward, Sir Thomas Lipton, Bart., Sir Horace Regnart, Bart., Sir Arthur Paget, Sir John Barker, Sir Francis Trippel, Sir Vezey Strong, Sir Thomas Dewar, Major Baden-Powell, Col. Capper, Capt. Jessel, Lieut. Shackleton, Hon. C. S. Rolls, Hon. Charles Russell, Mr. Roger Wallace, Mr. Frank Butler, Dr. R. T. Glazebrook, Mr. Moberly Bell, Mr. St. John Hornby, Mr. Kennedy Jones, Mr. Hugh Spottiswoode, Mr. Harold Penrin, Mr. H. Gordon Selfridge and Mr. George R. Sirks. Altogether there must have been nearly 150 people present, and there were certainly as many more outside, waiting for an opportunity to cheer Mons. and Madame Bleriot, who were both happily able to be present.
   Lord Northcliffe first of all mads the announcement that the Aero Club of the United Kingdom had decided to present M. Bleriot with its Gold Medal, and then he presented M. Bleriot with a large silver rose-bowl on behalf of the British representatives of the Bleriot firm. The final proceeding was to present the Daily Mail prize of L1,000 in two L500 note which were contained in a letter-case enclosed in a handsome silver cup. In his speech Lord Northcliffe paid very proper tribute to M. Bleriot's achievement, and incidently took the opportunity of drawing attention to Lieut. Shackleton's presence among the guests, saying how pleasant it was that they were thus able to entertain at one and the same time such typical heroes of the respective countries. According to Lord Northcliffe, almost all good things had, like M. Bleriot, first "come out of France," for so many of the leading modern inventions had been due to the work of Frenchmen. In making the actual presentation, Lord Northcliffe concluded his remarks with a short speech of congratulation in French.
   M. Bleriot, in reply, spoke a few sentences characteristic of his modest personality, in which he attempted to belittle his successful effort. But in that, needless to say, his words carried no conviction to the enthusiastic assembly.

The Wireless Story.

   Although less exhaustive in its detail as compared with the wireless messages exchanged between Sangatte and Dover on the occasion of Mr. Latham's attempt, the following brief record is of historic interest: -
   Calais, by Marconi Wireless, via Dover.
   4.36.-Bleriot has started; look out for him. We saw him at 4.35. He started from Les Baraques.
   4.40.-He is nearly half way across.
   4 47.-He has outdistanced the boat.
   4.50.-He is out of sight of French coast.
   4.56.-Destroyers are now out of sight and far behind.
   4.59.-Bleriot flew with perfect steadiness till out of our sight, not very high above the water.
   5 a.m.-Let us know as soon as you see him.
   From the Dover side, unfortunately, the wireless operators entirely failed to locate Bleriot during his flight, although the torpedo boat was first sighted by them at 5.6 a.m., and its movements recorded every few minutes. Not until 5.31 a.m. had the rumour of Bleriot's landing at 5.20 a.m. reached them, to be finally confirmed by wireless to Calais at 5.52 a.m.

Celebrating the Occasion.

   Other more or less important and pleasing functions which have marked the greatness of M. Bleriot's feat have included a civic reception at Dover on Monday morning, when the hero of the hour was on his way to be lionised in London, a dinner given in his honour that evening by the well-known Bleriot Lamp Company of London, a reception by the management at the Empire Theatre later the same evening when animated pictures were shown typical of the aerial trip across the Channel, and, by no means least, the dinner given by the Aero Club at the Ritz Hotel on Tuesday, when their Gold Medal was presented. Also it is significant to observe that a movement is already on foot to erect a commemoration column at Dover on the spot where M. Bleriot alighted.

M. Bleriot in Paris.

   When M. Bleriot and his wife arrived in Paris on Wednesday afternoon, they were greeted by a surging crowd of people who simply swamped the extra force of police which had been detailed to keep the road clear. As soon as the train steamed into the station the crowd surrounded the carriage in which M. Bleriot and his party were, and they had great difficulty in fighting their way to the spot where M. Barthou and the deputation of the members of the Aero Club of France were waiting to M. Bleriot on board his monoplane, and M. Anzani, the designer and constructor of the motor used by M. Bleriot, receive them. All along the four miles which separates the North Station from the Aero Club house, the streets were lined with cheering people, and every vantage point had its occupant who waved a flag or a handkerchief. On arrival at the Aero Club, the guests were welcomed by the President, Comte de la Vaulx, who presented M. Bleriot with the Club's special Gold Medal. Later in the day, M. Bleriot was presented by his workmen with an objet d'art, entitled Le Cri de la Victoire, executed by M. D. Grisand.

Bleriot Monoplane Fabric and Fittings.

   It is of interest to notice that the material of which the planes of M. Bleriot's monoplanes were made was Continental aeroplane sheeting, which is used on many of the most successful flying machines of to-day. Another point of interest is that the Bowden wire mechanism was used by M. Bleriot for the control of the Anzani motor on his flyer.

Faked Cross-Channel Photos.

   In the interests of historic accuracy it is very important to publish a warning against many of the extremely clever but totally imaginative photographs of M. Bleriot's cross-Channel flight that have appeared in various papers during the week. For our own part we have exercised the greatest care in accepting any of the dozens of photographs that have been offered to us, and have studiously rejected all those which are obviously "fakes." In days to come, those looking back upon the present records may well be misled by some of the photographs in question, and even their absence from our own columns may fail to afford the necessary clue. As a matter of fact, no known photographs were obtained of M. Bleriot's flight while he was still in mid-air, in any case, subsequent to the time that he passed above the French torpedo boat.


Flight, November 20, 1909

New Flyers in Great Britain.

On Saturday last Mr. Parkinson made another trial with his Bleriot machine, but the propeller fractured and the test had to be abandoned for the day. Repairs were executed overnight, and on Sunday afternoon Mr. Parkinson had the satisfaction of rising into the air, the machine making a short flight of 200 yards at a height of about 10 feet, much to the delight of the thousand or more sightseers who had been watching the trials.


Flight, December 18, 1909

Accident to M. Bleriot at Constantinople.

   ON the 10th inst., M. Bleriot arrived at Constantinople with the object of giving exhibition flights on his monoplane. The first trials were made on Sunday, and attracted a large crowd to the flying ground, which was very small, too small in fact for any flying to be done with comfort. In addition, there was a strong wind blowing. The spectators becoming impatient, about 4 o'clock in the afternoon M. Bleriot determined to go up, and reached a height of about 60 ft. He was then caught by the strong wind and carried towards the Tataola Hill, 3 kiloms. away from the aerodrome. There he was unable to rise sufficiently to clear the houses and was driven against the wall of one. The machine fell to earth from a height of about 25 ft., and was badly smashed, but M. Bleriot retained his seat. Although able to get up, he complained of internal pain, and it was feared he had sustained severe injuries. He was at once taken to the French Hospital, and on Monday it was announced that there was no danger and it was hoped he would be able to be about by the end of the week. The sympathy of all interested in flying matters will be with the daring aviator in his unfortunate accident, and we wish him in the name of our readers a speedy and complete recovery.


Flight, January 22, 1910

Flying into London.

   WHILE at Pau recently Mr. Grahame-White made a wager that he would fly from a point down the River Thames to within a mile of the heart of London, Mr. Grahame-White has one of his Bleriot monoplanes at Brooklands, and on Thursday of last week made several short flights for the purpose of tuning up the engine of his flyer, but the wind was against making any attempt at cross-country flying at the beginning of this week. The actual starting and landing places will not be made known until just before the start, as it would obviously be undesirable to have a large crowd at either place. In order that Mr. White may fly as little as possible over houses, the route chosen will be directly over the river.


Flight, February 12, 1910

M. Bleriot at Pau.

   M. BLERIOT returned to Pau on the 4th inst, and the next day was making several experiments in landing by stopping the motor and gliding down. He also stopped the motor several times during a flight, and skimming down to a short distance of the ground, started again and rose to a height of twenty metres. Lieut. Aquaviva, the military pupil, is making splendid progress, and will shortly make the necessary flights to qualify for the Ae.C.F. pilote-aviateur certificate.


Flight, February 26, 1910

Mamet at Barcelona.

   A GRAND aviation fete was announced to take place at Barcelona on the 17th inst., but the wind prevented any flying until late in the afternoon, when Mamet made two short trials of six and eleven minutes' duration respectively on a Bleriot monoplane belonging to Sen. Garcia Cames. At the conclusion of the second flight Mamet stopped the engine and glided down from a height of 100 metres, landing perfectly. On the 19th the aviator made a good flight, but his landing was spoilt by a photographer who got in the way. In endeavouring to avoid him Mamet brought his machine down too suddenly, and as a result smashed the propeller.


Flight, March 5, 1910

FURTHER DETAILS OF THE BLERIOT CROSS-CHANNEL FLYER.

   WE have prepared the accompanying sketches primarily in order to answer certain points raised by a correspondent, F. W. Bramley, whose letter appears this week. There has been so much correspondence about this machine, however, that the following remarks relating to the details in question will doubtless have a wider interest. We have consequently thought proper to deal with them in this form.
   One of the two sketches shown herewith represents the wheel at the rear of the chassis. The diameter of this wheel has not previously been given; it measures 20 ins. An interesting minor detail to which attention may be drawn in connection with the arrangement of this wheel is the use of a piece of elastic anchoring the wheel bracket to the chassis frame. The fork that carries the wheel is pivoted to a vertical post that is trussed substantially to the chassis frame. In addition to this pivotal motion the forks are also hinged and mounted in such a way that they afford a spring suspension. The spring is situated at the top of the vertical post in the position illustrated by the sketch. The object of the elastic is, of course, to keep the wheel in line ready for landing, but at the same time it does not interfere with the free swivelling of the wheel when the machine is running along the ground.
   The other sketch shows in very complete detail the construction and arrangement of the tail on the Bleriot cross-Channel flyer. It affords answers to all the questions raised by our correspondent. The tail is supported on a steel tube. A, by aluminium brackets, C, clamped to the main spars of the frame. The steel tube forming the main transverse member of the tail is trussed by a flat strip steel tie-bar, B, that extends from the top of the main frame to the junction of the tail with the elevating tips.
   Further support for the tail is afforded by the diagonal struts, E, made of light steel tubes that pass from the trailing edge of the tail plane to vertical uprights in the main frame of the chassis. This latter attachment is so arranged as to afford an adjustment whereby the angle of incidence of the tail can be varied. The small perforated bracket, F, is similarly made adjustable for the same purpose.
   The operation of the elevating tips, which are movable at either extremity of the central tail plane, is effected by means of the main transverse tubular spar, A. The elevating tips are fixed to this spar, as also is the central lever, B, that is connected by wires to the operating lever under the pilot's control. The main spar, A, can, of course, rock in its bracket. The central portion of the tail plane is not movable in flight, but can be adjusted as already described.


Flight, March 12, 1910

THE SECOND OLYMPIA AERO SHOW.
AEROPLANES.

Bleriot.

   REPLICAS of the monoplane on which Mons. Bleriot flew across the Channel, exhibited by Messrs. Bleriot, Limited, Messrs. Humber, Limited, and the Aeroplane Supply Company. A full description of this machine, together with scale drawings, appeared in FLIGHT for July 31st last, just after the historic trip. The main planes measure about 25 ft. 6 ins. across, and the overall length is about 26 ft. The engine is a three-cylinder Anzani, weighing 65 kilogs., of which the bore and stroke are 105 mm. x 130 mm.


Flight, April 2, 1910

Mr. Hornstein's Accident.

   AMONG the many British flyers who have been quietly experimenting in England is Mr. Hornstein, who on Easter Sunday met with a mishap while flying on a private ground at Halliford, near Shepperton-on-Thames. On the previous Friday Mr. Hornstein had flown a mile and a quarter at a height of about 40 ft., and it was from about the same height that the machine came down suddenly on Sunday, apparently due to a mistake in steering. Mr. Hornstein was pinned beneath the machine, and sustained injuries to the head. He has for some time been designing machines that have been constructed by the Thames Bank Wharf Co., and has recently been experimenting with the biplane with which the accident occurred. Elsewhere we give a few details of the machine.


Flight, April 9, 1910

THE FATAL ACCIDENT TO M. LE BLON

   YET another aviator has been added to the list of those who have lost their lives in pursuit of the new sport, this being M. Le Blon, who by his flying on his Bleriot at Doncaster and in Egypt, as well as at various places in France, had shown himself to be a very clever flyer. The accident occurred at San Sebastian, while M. Le Blon was using a similar machine to that on which Delagrange met his death, and it would seem that the accident was partly due to the same cause - that the machine was overpowered. Although his contract had come to an end on the previous day, Le Blon, in spite of the strong winds, determined to give an exhibition flight over the sea. He rose to a height of about 150 ft., and after flying for some distance turned to come back. It was then seen that the machine stopped, and a moment later it fell into the sea.
   Unfortunately, as no flying was anticipated, no boats were at hand, and it was some time before he could be rescued. According to the medical evidence, death was due to drowning. As the motor was found to be intact, it can only be surmised that the abnormal strain proved too much for the construction, and so caused the planes to collapse.


Flight, April 23, 1910

FLYER SILHOUETTES FROM OLYMPIA.

THE BLERIOT "CROSS-CHANNEL" MONOPLANE.

Leading Particulars of the Bleriot, "Cross-Channel" type.

General Dimensions.-Areas-Main planes, 193 sq. ft.; fixed tail, 18 sq. ft.; elevator, 18 sq. ft.; rudder, 5 1/2 sq. ft.
Lengths.-Span, 28 ft. 8 ins.; chord, 6 ft. 8 ins.; camber, 5 ins., situated about 20 ins. from leading edge; leverage of rudder, 17 ft. 6 ins.; skid track, 5 ft.; overall length, 24 ft. 9 ins.
Angles.-Incidence, 9 degrees; dihedral, 1 in 33.
Materials.-Timber, ash; fabric, Continental.
Engine.-25-h.p. Anzani.
Propeller.-Chauviere; diameter, 6 ft. 7 ins; material, walnut.
Weight.-Machine, 318 lbs. (approx.); engine and propeller, 142 lbs.; driver, oil, petrol and water, 200 lbs.; total flying weight, 660 lbs. (approx.); loading (all weight supported on main planes), 3.4 lbs. per sq. ft.
Speed of Flight.-40 m.p.h.
System of Control.-Warping of main planes, rudder and elevator.
Price.-L480.

   GENUINE Bleriot machines were exhibited on three stands, those of Bleriot, Ltd., of Long Acre; L. Bleriot, of London and Paris; and the Aeroplane Supply Co. The essential difference between the 1910 model and the cross-Channel type, of which it is otherwise an exact copy, lies in the method of attaching the main spars of the wings to the body. The front spar now terminates in a circular section spigot that is held in a tubular steel socket. The rear spar is still held by a bolt, but the bracket to which it is attached is more simple in design. For further particulars of this machine we would refer our readers to a full description that appeared in FLIGHT of July 31st, 1909. A minor detail of the 1910 model that differs from the cross-Channel design is the use of elastic springs in the cross ties behind the hubs of the wheels and on the vertical columns of the chassis frame.


Flight, May 28, 1910

THE CHANNEL AGAIN CROSSED.

   BY an oversight when M. Bleriot entered for the Daily Man prize and flew across the Channel on July 25th last year, he failed to make formal entry for the Ruinart prize of L500, and so left the way open for his feat to be repeated. This was successfully done, as our readers already know, on Saturday last, when M. Jacques de Lesseps, the youngest son of the famous engineer of the Suez Canal, flew from Les Baraques to a large meadow some distance inland from the South Foreland Lighthouse, and thus secured the prize, as well as the L100 cup offered by the Daily Mail for the second aviator to cross the Channel. The time taken was 37 minutes, only a little better than M. Bleriot's time. His machine, "Le Scarabee," was similar to the one used by M. Bleriot, except that it was fitted with a Gnome motor and a "Progressive" propeller made by Passerat and Radiguet. The wings were surfaced with Continental fabric. Arrangements had been made for the French destroyer "Escopette," the same which accompanied Bleriot, to follow the aviator, but owing to the thick fog, each sighted the other but once for a brief moment in mid-Channel. The start at Les Baraques was made in the presence of Vicomte Andre de Bremont, the proprietor of Messrs. Ruinart; Mr. F. E. Croft, and Mr. J. Dunlop Watson, their English representatives; M. Fournier, representing the Aero Club de France; and Mr. H. E. Perrin, the Royal Aero Club. Before leaving the coast of France M. de Lesseps attained a height of about 800 ft., while on arriving at the English coast his altitude was considerably over 1,000 ft. The watchers on the cliffs at Dover had almost given up all hope of seeing the flight, in view of the weather, when the coastguard officer, who first saw Bleriot when he made his successful crossing, announced that he could hear the motor. A few minutes after the machine, flying at a great height, emerged from the fog, heading for the Langdon Battery, further along the cliffs than Northfall Meadow, where Bleriot landed. The crowd followed as quickly as they could, and it eventually transpired that the descent was accomplished after a long gliding descent of over two miles in a meadow belonging to Wanstone Court Farm, about three miles east of Dover and about a mile inland. There M. de Lesseps was welcomed by Mr. R. Clayson, of St. Margarets, who happened to be in the field, while the ladies of the farm provided the aviator with refreshment. Among the first to congratulate the young aviator was the Hon. C. S. Rolls, who is waiting for a favourable opportunity to fly from Dover to Calais, and had himself entered for the Ruinart prize. In addition there were several officials of the British and French Aero Clubs, and Mr. Norbet Chereau, M. Bleriot's manager for the United Kingdom. The official observers for the Royal Aero Club at Dover were the Hon. C. S. Rolls and Mr. Chereau. M. de Lesseps wanted to fly back again almost at once, but was dissuaded by Mr. Chereau, as the weather conditions were rapidly getting worse. Prospects of improvement being small, the aviator eventually decided to abandon his intention of returning by way of the air to France. He ultimately boarded the French destroyer which crossed with him for his flight and returned to France, his machine following in due course.


AN AVIATION SCHOOL AT BOURNEMOUTH.

   THE two photographs which we reproduce herewith give some idea of the work which is being done by Mr. W. E. McArdle at the flying school he has established in conjunction with Mr. A. Drexel just by Brockenhurst Station in the New Forest. At the present time the equipment includes seven Bleriot machines, three of which have been built at Bournemouth, while two biplanes are also under construction. During Whit week both Mr. McArdle and Mr. Drexel were flying at Wallisdown, near Bournemouth. One of the snapshots shows the latter on a locally built machine passing over the flying grounds. Arrangements can be made for any aviator to rent a shed at a charge of L50 per annum with free use of ground about 500 acres in extent, with excellent surface for landing and practice. The other facilities include a large workshop with competent men to do repairs.


Flight, June 4, 1910

BLERIOT CONSTRUCTION.

   Could you insert in your valuable paper a sketch of the Bleriot pattern wire clamps application. I do not quite gather from Capt. Windham's explanation on p. 548 of FLIGHT for Sept. 4th, 1909, how it works.
   I am indebted greatly to you for many constructive details of great value.
Delhi, India. JAC.
   [The accompanying sketch illustrates very clearly the particulars asked for by our correspondent. The U bolts are of steel, and vary in size from a diameter of 1/8 in. to 3/16 in., the larger size being used for the front end of the girder. The vertical struts are placed slightly in advance of the horizontal struts to enable the U bolts to clear each other.-ED.]


Flight, June 11, 1910

FLYING IN SCOTLAND.

   DURING the three closing days of last week, Mr. J. Radley gave a series of exhibition flights on his Bleriot monoplane at Pollok, in some grounds lent by Sir John Stirling Maxwell. The flying was arranged in connection with a fete organised with the object of aiding the funds of a local chapel. On the 2nd inst., Mr. Radley made a series of long jumps, and in view of the cramped nature of the flying grounds and the surrounding trees, did not attempt any long flight. He however, showed the capabilities of his machine, and the trials were watched by a large and interested crowd, who, however, hampered the aviator's movements by crowding round the machine. On one occasion, in negotiating an eddy of wind, Mr. Radley was carried over the heads of the spectators, who fled in all directions, and the aviator in endeavouring to avoid them only just missed smashing his machine. On the following day the wind was too strong for any flying to be done, and although the conditions were little better on Saturday Mr. Radley made a series of short flights against the wind. During the afternoon the proceedings were enlivened by a series of experiments with a man-carrying glider belonging to the Glasgow Model Aero Club. Late in the afternoon while making a trip, Mr. Radley met with a mishap. He was making a flight, when a sudden gust of wind drove him out of his course, over the crowd. In order to avoid the crowd Mr. Radley had to make a sudden turn, and in his hurried landing his monoplane suffered considerably, the chassis being twisted and one of the planes buckled. Fortunately Mr. Radley escaped unhurt.


Flight, June 25, 1910

A BLERIOT IN NORTH WALES.

   I enclose some photographs of my Bleriot monoplane, and as I claim to be the first one to fly on an aeroplane in North Wales I thought they would be interesting to your valuable paper. I have been practising for some time on my machine, and had rather a nasty smash about two months ago, landing in the railway hedge from a height of about 30 feet. However, on the 26th of May I towed my machine to a large field, and succeeded in making a flight of half a mile, during which I attained a height of about 70 feet. The centre photograph shows the method of towing the Bleriot behind my car. In the left-hand picture I am starting up prior to my flight, and that on the right was taken by my mechanic immediately after landing. The Bleriot behaved very well during the flight, at the end of which I switched off and glided down, and, although it bumped a little on landing, nothing was damaged. Since then I have made numerous small flights, and hope to do better when I become more accustomed to the machine.
Bodfari, North Wales. VIVIAN V. D. HEWITT.


Flight, October 8, 1910

The San Sebastian Meeting.

   AT the three days flying meeting which opened at San Sebastian on Sept. 27th, Morane was the star performer. On the opening day before the King of Spain, he made several flights of a total duration of 25 mins., and afterwards had the honour of explaining his Bleriot monoplane to King Alfonso. On the following day he made four flights of a little over half an hour's duration when the proceedings were enlivened by the arrival of Tabuteau from Biarritz. After landing and adjusting his machine he made two other flights of a total duration of 17 mins. On the 29th, Morane made three flights as also did Tabuteau, while Loygorry, a Spanish aviator, made two trips, each of these aviators being in the air for about 25 mins. Competing for the height prize, which he easily won, Morane reached an altitude of 800 metres. Subsequently King Alfonso conferred on both Morane and Tabuteau the cross of the Order of Carlos III.


Flight, January 7, 1911

Coupe Femina.

   THE competition for the Coupe Femina closed on the last day of 1910, and although Mme. Niel, Mdlle. Marvingt and Mdlle. Herveu had announced their intention of trying for the cup none of them ventured aloft, and so Mdlle. Dutrieu's record of 167.2 kiloms. in 2 hrs. 35 mins. was sufficient to easily secure for her the cup. It will be remembered that the first try for the prize was by Mdlle. Marvingt, who at Mourmelon flew for 53 mins. on her Antoinette, covering 43 kiloms. This was bettered by Mdlle. Dutrieu, who on her Henry Farman biplane flew 60 kiloms. in I hr. 9 mins., and later again bettered this with the record mentioned above. Mdlle. Herveu, on her Bleriot, at Pau, flew for 1 hr. 15 mins. and also 2 hrs. 2 mins., while Mdlle. Marvingt, on a second trial, only kept going for 45 mins.
   On the 29th ult. Mdlle. Dutrieu tried at Etampes to better her own record, but after flying for 40 mins. the mist became so thick that she had to give up.


Flight, January 14, 1911

MODEL BLERIOT.

   I have pleasure in enclosing photos of a 1/8th-scale model Bleriot I have just completed. I fitted it with a model Gnome motor and petrol tanks, itc. The propeller is a 9-in. Aerospeed, which I bought from A. Melcombe, Bedford. The frame is made from 1/4-in. square poplar wood.
Swansea. A. P. BROWN.


Flight, January 21, 1911

MODEL BLERIOT.

   Enclosed please find photos of a model Bleriot we have built. The principal dimensions are as follows :- Main plane, span. 34 ins., chord 5 1/2 ins.; elevator, span 12 ins., chord 3 1/2 ins.; length overall 48 ins. The tractor is 10 ins., cut from a solid block. The machine will raise itself from the ground under favourable conditions.
Heme Hill. L. WILLIAMS and M. PALMER.


Flight, February 18, 1911

A Large Bleriot Model.

   I am sending you two photos o f a large Bleriot model I have just completed in the hope that they may prove of interest to some of your readers.
   It is built to the scale of 3 in. to 1 ft. and measures 7 ft. across the wings.
   The fuselage is composed entirely of ash and the wings are built up in a similar manner to the full-sized machine, and double surfaced with Pegamoid model fabric. The model weight including complete engine is just over 14 lbs.
   The engine at present fitted is a rather heavy 1/2-b.h.p. petrol engine which weighs complete with coil, carburettor and small accumulator, 8 lbs.
   As this is not quite powerful enough I intend fitting a 1-h.p. engine of lighter build, which will weigh less than the smaller engine.
   The whole of the work including building up of engine from castings and the carving of propeller has been carried out by me with the assistance of two engineering friends.
Carlisle. E. TEMPLE ROBINS.


Flight, April 22, 1911.

Fast Trip from Brooklands to Hendon.

   ON Friday of last week Mr. Gustav Hamel set out to fly from Brooklands to Hendon, and succeeded in doing the trip in 17 mins as against 20 mins. 29 secs., which was the best time made in the recent competition.


Hendon to Brighton and Half-way Back.

   ABOUT the same time that M. Prier left Hendon, on his way to Paris, Mr. Gustav Hamel prepared his machine for a trip to Brighton and back. He succeeded in covering the 56 miles to London -by-the-Sea in 2 minutes under the hour, and after a short rest he started to return to London. When at West Grinstead, however, his supply of lubricating oil gave out, and darkness coming on before a further supply could be obtained, he was compelled to stop there for the night.


Flight, September 16, 1911.

INAUGURATION OF THE FIRST AERIAL POST OF THE UNITED KINGDOM.

   LAST Saturday was one of those occasions on which the London Aerodrome awakens out of its customary work-a-day existence and appearance and assumes a gala-day aspect. Thousands must have directed their steps to Hendon, for not only were the enclosures comfortably filled but the slopes overlooking the aerodrome served as natural grand stands to those who were content to witness the inauguration of the First Aerial Mail from a distance. For such a crowd to assemble when the chances of seeing flying were remote was a sure indication of the interest that has been aroused in the public mind by the aeroplane post conceived by Capt. W, G. Windham, and engineered, with the assistance of the Postmaster-General, by him and Mr. D, Lewis Poole. At the aerodrome on Friday evening there was an enormous demand for the special post-cards and envelopes and many people sallied out from town in taxicabs to post their missives at the special box provided on the ground in the hope that their communications would be amongst the first batch delivered to Windsor by aeroplane.
   The weather conditions were far from being suitable for the occasion and many of those who had extensive aerodrome experience volunteered the opinion that the mails would not be delivered to Windsor that day. M. Salmet, however, proved the possibility of flying, at least on a fast monoplane, by bringing out his Gnome-Bleriot and performing many figures of eight in the gusty wind. His struggle with the wind was thoroughly appreciated by the crowd and did much to sustain interest, a task with which the military band had previously been entrusted.
   At half-past four Greswell's machine, "Aerial Mail No. 1," was wheeled from its hangar to the front of the Committee enclosure where Gustav Hamel, who had volunteered to pilot it, took delivery of the first mail bag and stowed it away on the machine, after having been presented, together with the other aviator-postmen, with medals by Mrs. Grahame-White to commemorate the occasion.
   Hamel made his departure at 4.55 amidst a scene of great enthusiasm, and rising to 500 ft. was soon out of sight, travelling at a tremendous speed in the following wind. Considering its gusty nature Hamel kept his Bleriot extraordinarily steady and seemed quite at home in the disturbed element. Soon after his departure Silmet made another flight on his Gnome-Bleriot. Meanwhile Hamel had made a swift journey to Windsor where he landed at 5.8 p.m. in a meadow on the Royal farm close to the predetermined spot, after having maintained a speed over the 19 miles of something in the neighborhood of 105 miles an hour. The mail bag, which contained messages for His Majesty the King and many of his regal kinsmen abroad, was taken from him and delivered by Mr. A. T. Avard, the Windsor Postmaster, to a postman mounted on a bicycle - now a rather more prosaic form of locomotion - for conveyance to the local post office.
   On the ground Mr. Hamel was received by the Mayor, of Windsor, Sir Frederick Dyson.
   Of the two biplanes that were to have made the trip to Windsor only one appeared. It was Hubert, who, as game as usual, was determined to fly his Farman round the aerodrome even if he fought shy of a cross-country flight under such exacting conditions. He was blown about a good deal and one could see that he was having a busier time than would be relished by most pilots.
   Hamel's return to Hendon was spectacular in the extreme. He appeared above the aerodrome at a height of 2,000 ft., and, cutting off his engine, made a magnificent spiral glide to earth. Naturally everyone was anxious to congratulate him on his splendid achievement, and a wild rush was made to his machine. Congratulations, Hamel evidently thinks, are necessary evils that one has to put up with on such occasions; but when he noticed an ominous determination, on the part of his admirers to "chair" him, he lost little time in making for the refuge his hangar would have afforded him. He was, however, "collared" on the way, and forcibly chaired by his enthusiastic friends, who kept him shoulder high until a photographer had taken an indelible record of the episode.
   A painful incident marred the resumption of the Aerial Post service on Monday last. The three pilots of the Grahame-White Co., Greswell, Hubert, and Driver, had made preparations to fly over to Windsor with a further delivery of mails. Greswell on his Bleriot and Driver on one of Grahame-White's Farman machines got away with their supplies of mails soon after 6.30 a.m. Hubert, who was to have followed them, was not so successful, for as he was making a circuit, preliminary to striking out for Windsor, a gust struck him and he came heavily to earth in an effort to restore his balance.
   The military machine that he was flying has been a bete noir amongst Grahame-White's pilots, and although Hubert possessed a deep-rooted hatred for it, on the score that it was extraordinarily sluggish in answering to the controls, he was always more or less "dared" into flying it. Hubert had had two previous accidents on the same machine, and while the writer was helping to nurse him out of the slight brain concussion caused by his last accident, he swore that he would never fly the machine again unless the weather conditions were as near perfect as possible.
   Poor Hubert would have hated to have seen his fellow pilots get away to Windsor without making some attempt to follow, although he knew full well by experience that his machine was much less suitable for wind-flying than theirs were. His accident was the result, for by the time he was ready to start, the wind had risen, and, in making his first circuit, the machine was caught in a nasty gust, and failing to respond to Hubert's lever movements, was dashed to the ground. He was considerably bruised, and suffered serious injury to both his legs. We are sure our readers will join with us in wishing him a rapid recovery.
   Greswell and Driver made good passages to Windsor, where they delivered between them six bags of correspondence.
   Through a defect in his engine Greswell was unable to return to Hendon, and Driver mistaking his return course, landed on Nazeing Common, a point some twenty miles north of London. Gustav Hamel made another trip to Windsor on Monday evening delivering two mail bags and yet another on Tuesday evening, Greswell making a trip in the morning and Driver two trips. The following are the times of the various outward journeys with the number of mail bags conveyed :-

Aviator. Left Hendon. Arrived Windsor. No. of bags.
Saturday-
Hamel 4.58 p.m. 5. 8 p.m. 1
Monday-
Driver 6.30 a.m. 7. 5 a.m. 4
Greswell 6.35 a.m. 7. 0 a.m. 2
Hamel 6.15 p.m. 6.45 p.m. 2
Tuesday-
Greswell 6.10 a.m. 7.40 a.m. 2
Driver 6 22 a.m. 6.52 a.m. 4
   " 8.43 a.m. 9.13 a.m. 3
Hamel 5.58 p.m. 6.31 p.m. 2

   Greswell's time of arrival at Windsor on Tuesday is accounted for by his having lost his bearings through a haze which he had to fly through, and having to descend at Slough to ask his way.
   So much general interest has been aroused by this novel method of delivering mails, that doubtless a great deal of the public's appreciation of the aeroplane is dependent on the regularity with which the service is maintained. On the other hand, although great strides have been made in wind flying, on account of improvement in design of the machine and greater confidence and skill on the part of the pilot, it must be confessed that the day of the weather-indifferent aeroplane is not yet at hand. Under these circumstances it is to be hoped that those pilots to whom the service has been entrusted will not be tempted to take any undue risks, for it is certain that a serious accident connected with a scheme that is at present so much in the public eye would have a greater adverse effect on the lay mind's estimation of the aeroplane than would be caused by any slight disorder in the methodical running of the service.
   On Wednesday the severe weather made it impossible for the service to be carried out.


Flight, October 21, 1911.

Model Construction.

   I enclose photos of a 1/12 scale model Bleriot, built from the drawings in FLIGHT. Pine and birch have been used as the timber, and the planes are covered with silk. The propeller is 9 ins. in diameter, and the weight of the model 7 1/2 ozs.
Swanley. H. PLUME.


Flight, January 6, 1912.

Spirited Contest for Coupe Femina.

   THE closing days of the Old Year saw a keen duel between Mdlle. Helene Dutrieu and Mdme. Jane Herveu for the Coupe Femina, which was held during the year, with a record of 167.2 kiloms. Mdme. Herveu had been practising under Legagneux's guidance on a Bleriot monoplane at Compiegne, and on the 28th ult. she covered 97 kiloms. in 1h. 4m. 50s., then having to come down owing to rain, while on the 30th she covered 151 kiloms. in 1h. 44m. 23s., only to be brought down by a broken petrol pipe. Her best performance was on the last day of the Old Year, when 248 kiloms. (154 miles) were covered in 2 hrs. 41 mins. This, however was not sufficient to win the cup. At the same time Mile. Dutrieu was flying on her Farman biplane at Etampes, and covered 254.12 kiloms. (158 3/4 miles) in 2 hrs. 58 mins., and this, for the third time, secured the prize for her. On the previous day she made a flight of 140 kiloms.


BRITISH NOTES OF THE WEEK.

An Ingenious Aeroplane Trolley.

IN the accompanying photograph is seen the method employed by the Eastbourne Aviation Co. for conveying their machines by road. The trolley was specially constructed by them for the purpose, and consists of the front and back wheels of an ancient Oldsmobile, fixed to an ash framing made of 3 in. by 2 in. timber. The under-carriage of the machine is firmly bolted to this framing, and the wings are carried in a felt-lined trough fixed on either side. A tow-bar of the usual type is used to attach the trolley to the car.
The aeroplane, a 25 h.p. Anzani-Bleriot, seen on the trolley in our photograph, had just come a distance of 110 miles, over which an average speed of 15 m.p.h. was maintained. The total length of the car and trolley when the machine is mounted on it, is about 43 ft., but we understand that no difficulty was experienced, even in negotiating right-angle corners.


AIR EDDIES.

   It would be difficult to imagine a country where an aerial mail scheme would be more advantageous than in South Africa. To E. F . Driver, who with Compton Paterson, is engaged on an exhibition tour, belongs the credit of having inaugurated the first aeroplane delivery of letters in that part of the Empire, on Wednesday, of last week, by flying in his Bleriot monoplane with a load of correspondence from Kenilworth to False Bay.


Flight, December 14, 1912.

Monoplane on a Suburban Roof.

   PALMER'S GREEN literally had aviation biought to it's - roof, on Friday of last week when Mr. J. B. Manio, in endeavouring to complete his flight from Paris to Hendon, found himself in difficulties with his engine, and was forced to land on the roof of a house. Continuing his journey from Sittingbourne, where, as mentioned in last week's FLIGHT, his journey was temporarily stopped through motor trouble he had, on the 5th inst., restarted, but lost his way in the thick mist, and found himself over the heart of the City. Realising his position he turned, and making his way back to Parking, effected a landing in order to get directions. He set off again, but once more getting off his course, and landing in the Park of Sir George Faudel Phillips, at Balls Fark. Hertford, owing to shortage of lubricant, decided to stop for the night. The next afternoon he again set out for Hendon, but the strong west wind carried him to the east of his proper course, and when the machine was over Palmer's Green the engine again began to give trouble. Mr. Manio endeavoured to get down into Bloomfield Park, but finding this impossible, tried to rise again. The machine, however, did not respond and settled down with a crash on the roof of 75, Derwent Road. Both the roof and the machine were considerably damaged, but the pilot remained in his seat and was eventually rescued by means of a ladder, little the worse for his experience. Firemen assisted to tie the machine down securely for the night, and the next day it was removed piecemeal from the house by the Grahame-White Aviation Co.


Flight, August 30, 1913.

FROM THE BRITISH FLYING GROUNDS.

A Bleriot built by an Amateur.

   MR. VINCENT FILL and his 35 h.p. Anzani-Bleriot type monoplane are seen in our photographs on page 957. This machine has been entirely built by Mr. Fill in his spare time as a pupil at the Eastbourne Aviation Co's flying grounds. Although assisted by the foreman, all the work was practically done by himself. The machine flies well and Mr. Fowler has himself been up on it for some time. The whole work has been thoroughly well carried out, and does great credit to its constructor, who took his ticket on an E.A.C. biplane about three weeks ago, and he is now learning to fly the machine of his own building.


Flight, August 28, 1914.

EDDIES.

   Among the pilots who are leaving Brooklands is Mr. Harold Treloar, of Ballarat, who, as recorded in "Eddies" some time ago, obtained his brevet at the Bristol school after only three weeks' tuition, and who has since been taking an extended course at the Bleriot school in order to get some experience in the handling of a monoplane. Mr. Treloar is leaving for Australia on the R.M.S. "Osterley" this week, and hopes, as soon as the war is over, to purchase a Bleriot monoplane of the same type as the machine that he has been flying at Brooklands lately, and which he considers ideal for the pilot-owner. It is to be hoped that Mr. Treloar may arrive safely at his destination, and soon be able to help on the good work of assisting the cause of aviation under the Southern Cross. Bon voyage!