The importance of this interesting contest, to be held in England, cannot be over-estimated. It will be a revelation, to all concerned, as to the capabilities of the modern-type, war machine, and should open up a new and satisfactory era in military flying in this country.
NOTE
The aerial programme of the War Office, for the year 1912-13, is dealt with on pages 181-187.
SIXTH SECTION WAR AEROPLANES AT THE PARIS AERONAUTICAL EXHIBITION, DECEMBER, 1911
I. Latest-type military monoplanes—Two-seated, reconnoitring machines—Single-seated, high-speed aircraft.
At the Paris aeroplane salon, which marked the close of the aeronautical season of 1911, a striking display of war machines was made. The year, as has been indicated, was full of progress; and the result of all the experience gained was clearly seen in the aircraft exhibited, and particularly in the military monoplanes staged.
As a type, the two-seated scouting machine, capable of high-speed flight for several hours, when carrying pilot and observer, was most interestingly represented. Many difficulties had been overcome in connection with this machine—primarily that of affording the observer a fairly-unobstructed view of the land below. In early-type military monoplanes, the spread of the wings had curtailed seriously the reconnoitring officer’s scope of vision. But, in the monoplanes seen at the Paris show, the wings had been so set back, and the observer’s seat so arranged, that it was possible for him to secure, when in flight, a thoroughly practical, bird’s-eye view of the country below him.
Another problem solved, was in regard to engine-power. In the first instance, with fifty horse-power "Gnomes," two-seated monoplanes had been underengined; and their flying capabilities had suffered in consequence. But the machines built towards the end of 1911 were equipped with seventy horse-power "Gnomes," and—in some instances—with motors of a hundred horse-power. The result was that a reserve of power was obtained, to say nothing of a very desirable increase in speed.
As regards the landing-chassis, a somewhat weak point with early-type, two-seated monoplanes, an improvement was observable in the machines constructed towards the close of the flying season of 1911. Not only had the landing gear been strengthened, but—in many cases—simplified as well, which meant a commendable lessening of head resistance, when in rapid flight. But, in this regard, military critics did not admit that they were altogether satisfied—even by the machines seen at the Paris show. A stronger, more rough-and-ready chassis is demanded; but it must be remembered, in fairness to existing military monoplanes, that they succeeded, in the French trials, in landing upon, and rising from, ground which was fairly rough.
So far as personal comfort is concerned, a point certainly worth consideration in long flights, the latest-type reconnoitring machine reveals interesting features. Pilot and observer are, for example, screened so far as is possible from the rush of wind. Their seats are comfortably placed. Map-holder, compass, engine-revolution indicator, and other fitments are neatly arranged. Dual control has become almost a standard device, thus enabling either occupant of the machine to take charge, while in flight, without change of seats.