Darwin to sydney distance

Конструкция была аналогична конструкции крыла. Sunbeam Maori engines, the Mk. Войти через uID Старая форма входа.

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Speed at 5, feet 96 m. Landing speed 53 m. To 5, feet 14 minutes. To 10, feet 45 minutes. Disposable load apart from fuel 2, lbs, including crew of 3 Total weight of machine loaded 10, lbs.

Load per sq. Weight per h. Purpose for which Intended Bombing. Total surface of wings sq.

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Area of elevators 63 sq. Area of rudders Maximum cross section of body. Weight of machine empty 5, lbs. Tank capacity in gallons Petrol 91; oil 14 Performance. Speed low down 90 m. Speed at 5, feet 87 m. Landing speed 51 m. To 5, feet Disposable load apart from fuel 2, lbs, including crew of 3 Total weight of machine 9, lbs. Purpose tor which Intended Bombing. Overall length 44 ft Maximum height 15 ft.

Total area of tall Weight of machine empty 7, lbs Tank capacity in gallons Petrol ; oil Speed low down m. Speed at 5, feet 98 m. Landing speed 56 m. Disposable load apart from fuel 2. Designed by R. Pierson as a three bay, fabric-covered biplane of mixed construction, powered by two h. The first of these was the 13th Weybridge-built machine which was shipped to Newfoundland in April to be made ready for its historic Atlantic crossing. This was some weeks before civil flying was permitted officially and it was therefore too early to receive a registration.

Piloted by Jack Alcock and Lt. Arthur Whitten Brown, it took-off from St. After reconstruction at Weybridge it was presented to the Science Museum in London. The first prototype Vimy, B, with h. Active flying by the Vickers contingent was done by K, the Vimy Commercial prototype which had first flown at Joyce Green on 13 April and used the standard Vimy wing structure and tail unit mated to a rotund, oval section, plywood monocoque front fuselage seating 10 passengers.

Entry was via a narrow opening in the port side, closed by a roller blind, and two pilots sat in an open cockpit high in the nose. Piloted by Capts. Ross and Keith Smith and carrying Sgts. Mainplanes, airscrews and cowlings were damaged by fire at Keith, miles east of Adelaide while in transit on 3 November necessitating lengthy repairs which delayed final display for two years. Van Ryneveld and Flt. They continued in a borrowed R. After its success with the F. It was first flown at Wisley on 3 June by B.

Addicott who flew it to the Paris Air Show a few days later. Repainted in R. After repair it was donated to the R. Museum, Hendon, bearing a different R. Power Plants: Two h. Dimensions: Span, 67 ft. Length Vimy IV , 43 ft. Commercial , 42 ft. Weights: Vimy IV Tare weight, 7, lb. All-up weight, 12, lb. Commercial Tare weight, 7, lb. Performance: Vimy IV Maximum speed, m. Ceiling, 10, ft. Commercial Maximum speed, m. Cruising speed, 84 m. Range, miles. Production with export C. Журнал Flight Flight, May 8, Details of this machine are given below, and two photographs are reproduced on the next page.

The four-engined Handley Page machine, with Rolls-Royce engines left Liverpool on May 2, and it is not expected that it will be ready to leave Newfoundland before the June full moon. With a view to giving them a better chance of getting away in certain winds, Messrs.

Hawker and Raynham have been searching the island for an auxiliary aerodrome, but so far they have not met with any success. The weather has been so unsettled as to prevent any attempt at the flight. Alexander Robinson, the Postmaster-General there, has sealed a second mail and handed it to Mr. Raynham for conveyance across the Atlantic.

The stamps are specially surcharged "First Transatlantic Aerial Mail" on the ordinary three-cents stamps. To prevent forgery each stamp is initialled by the Postmaster-General.

While preparing to start for Newfoundland on May 5, two of the United States flying-boats were damaged. Two wings of the N. The fire was caused by a spark from an electrically-driven pump falling on a drum of petrol, which took fire. It is expected, however, that N. The N. The lower wing span is 94 ft. The wings are 12 ft. The length of the hull is 44 ft. Its gasoline capacity is 1, gallons, contained in 10 separate tanks. Four h.

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Liberty motors are fitted. The construction of the Transatlantic "Vimy" has now been completed at the Weybridge aeroplane works of Messrs Vickers, Ltd. Two standard h. Rolls-Royce engines are installed. The capacity of the petrol tanks has been increased to gallons, and the lubricating oil tanks to 50 gallons.

With this quantity of fuel the machine has a range of 2, miles. The maximum speed is over mile per hour, but, during the flight across the Atlantic the engines will be throttled down to an average cruising speed of 90 miles per hour. The span of the "Vimy" is 67 ft. The chord of the planes is 10 ft. A wireless telegraphy set, capable of sending and receiving messages over long distances, will be carried, and the pilot and navigator will wear electrically heated clothing.

The pilot, Capt. Alcock, D. He became interested in aviation in its early days, and adopted it as a profession. At the outbreak of War he immediately joined the R. Later he became the Chief Instructor of the Aerobatic Squadron. He did valuable work on the Turkish front, where he won the D. He was eventually taken prisoner by the Turks owing to an engine failure, and remained as such until the end of the War. The navigator, Lieut. Arthur Whitten Brown, A. He is an engineer by profession, and received his practical training with the British Westinghouse Co.

He received a thorough knowledge of surveying, and being interested in aviation, naturally devoted study to aerial navigation as applied to surveying.

He enlisted in the University and Public Schools Corps in , later receiving a commission in the Manchester Regiment, and served with the 2nd Battalion in France during He then transferred to the Royal Flying Corps as an observer, and was wounded and taken prisoner of war in the same year.

He was later interned in Switzerland, and repatriated in December, , since which time he has been engaged with the Ministry of Munitions on the production of aero engines, and has put in a considerable amount of flying at home stations. He is also a pilot of some experience, and has flown many types of machines. Brown, after duration tests in the Transatlantic "Vimy," considers he will have no difficulty in making a successful Atlantic flight. He intends to rely upon a system of navigation similar to that employed in marine navigation, and will carry wireless instruments capable of receiving and despatching messages for a distance of miles, and be able to communicate with passing vessels.

The preliminary nights were successfully carried out at Brooklands Aerodrome, Surrey, by these two officers, who expressed themselves completely satisfied with the tests. The Rolls-Royce engines ran perfectly, and the aeroplane left the ground with its load of four tons of petrol and oil after running a very short distance on the ground. The aeroplane has now been dismantled and packed in cases. It is awaiting shipment to Newfoundland, and will be accompanied by the pilot, navigator, and mechanics, with their full equipment.

Flight, May 15, At the time no further drawings were available, and other machines have been entered since then. This week we are able, through the courtesy of the various constructors who have given us facilities for obtaining particulars of their machines, to place before our readers scale drawings of three other entrants and a photograph of a fourth, as well as scale drawings of one of the American flying-boats which will attempt the crossing hors de concours.

The "Vimy-Rolls," as the Transatlantic type is called, is very similar in general arrangement to the standard "Vimy. Among the changes made the most important is the substitution of larger tanks, which now have a capacity of gallons of petrol and 50 gallons of oil. A further alteration which has been made is the addition of a turtle back to the fore part of the fuselage, resulting in a cleaner outline with, presumably, smaller resistance.

Two standard Rolls-Royce "Eagle" engines are fitted, which at full throttle give the machine a speed of over m. The cruising speed is, however, in the neighbourhood of 90 m.

Of other alterations reference may be made to the substitution, in the "Vimy-Rolls," of a front wheel mounted on a pyramid of steel tubes, instead of the front skid fitted on the standard "Vimy.

Flight, June 12, Vickers, Ltd. In January, , this machine was flown to Martlesham Heath, fitted with two h. Hispano-Suiza engines, and, in spite of the low power, lifted about one-third of a ton more load than other much larger twin-engined machines fitted with the h. Rolls-Royce engines. Needless to say, the test pilots at Martlesham Heath were very pleased with it on all points. During this time a second machine was constructed with two h.

Maori-Sunbeam engines, which slightly improved the climb. Very few tests were carried out owing to the machine being crashed, the cause of which was officially stated to be engine failure. A third machine was then fitted with Fiat engines. This machine was crashed shortly after arrival at Martlesham, owing to the pilot stalling shortly after leaving the ground. Unfortunately it had been loaded with live bombs, which exploded on reaching the ground, causing fatal injuries to the pilot.

An order was then received by Messrs. In October, , the fourth experimental "Vimy" was sent to Martlesham Heath, fitted with two h.

Rolls-Royce engines, where it carried a load of 12, lbs. During the tests, instructions were received by the firm to send a pilot to Martlesham Heath to fly this machine to Nancy, whence it was the intention of the authorities to send it on very long bombing raids into the heart of Germany, including Berlin.

However, the Armistice was signed before a suitable opportunity occurred, and the machine has been returned to Martlesham Heath for the continuation of the official tests. Flight, June 19, By their successful crossing of the wild Atlantic Capt. Alcock and Lieut. Brown have achieved a performance which will remain a landmark in history throughout the ages, and have placed to the credit of Britain and her sons a record second to none in the story of achievement by land, sea and air.

For a parallel we have to go back to the days of the daring navigators of the Middle Ages, who ventured their lives in frail craft on the uncharted seas of the world, impelled by the thirst for discovery and by that subtle and indefinable desire to blaze out new trails which has created pioneers in every age.

In paying tribute to the wonderful performance of Alcock and Brown, we do not discount for a moment the almost equally glorious failure of Hawker and Grieve, or the more successful though less spectacular performance of Lieut. Indeed, in so far as the latter is concerned, nothing can alter the fact that to America belongs the glory of having been first to throw an aerial bridge across the Atlantic.

Still, it is the names of Alcock and Brown which will be for ever associated with the first direct crossing, and we scarcely think it is claiming too much to ask that they should be credited with the first real Atlantic flight. The two crossings are really not comparable at all, for reasons that must be perfectly apparent, and therefore need not be recapitulated. The incomparable skill shown by the two companions of the flight is beyond all praise.

It is apparent from their accounts of the crossing that the atmospheric conditions from start to finish could scarcely have been more unfavourable. Once they came down sheer from 4, feet to within 20 feet of the sea, and only by the exercise of superb airmanship, aided by marvellous presence of mind, was sudden disaster avoided. There are no words in the language which suffice to do justice to the combination of pluck, skill and judgment which in face of all these adverse circumstances brought the machine safely across to a point no more than 10 miles from its objective.

It is more than unfortunate that the treachery of an Irish bog meadow led to a bad landing, and caused such damage to the machine as to make it impossible for the intrepid pair to set the final seal on their accomplishment by flying to London, as we believe was the intention.

In an Editorial note on page we have dealt with some phases of this magnificent achievement of Capt. Lawrence R. Phillips for the first British subject to fly the Atlantic, and it only remains to record the material facts.

The news that the machine had definitely started on its voyage came in the form of the following message from Lieut. Clements, R. Brown left St. Total time 16 hours 12 minutes. Instructions awaited. Mayo, was in Dublin, but he immediately set out for Clifden, and by a friendly lift in an aeroplane and the aid of a motor car he got across Ireland in the quickest possible time. After an examination of the machine he wired the following message to the Royal Aero Club :- "The official time of arrival in Ireland crossing the coast was 9.

I have examined the machine and found everything in order. Brown dismantled the instruments from their machine and prepared to make for London as quickly as possible. It was soon made clear to them, however, that Ireland wished to accord them a real welcome. They were given a civic reception at Galway, and all the way to Dublin on Monday afternoon they had ti most enthusiastic greeting.

On arriving at Dublin it was intended that Capt.

Alcock into "commons" where there was much cheering with some speeches. Eventually the provost rescued the pilot and he and Lieut. Brown crossed to Holyhead on Tuesday morning, their progress from there to London being largely a repetition of the proceedings on the occasion of Mr. At Holyhead they were met by Mr. Pierson, the designer of the Vickers-Vimy, and by Capt. There was a very large gathering to see them off, and at Chester, Crewe, and Rugby there were cheering crowds.

At Crewe Mr. Claude Johnson, managing director of Messrs. Rolls-Royce, Ltd. Profiting by their experience when Hawker came home, the authorities made arrangements to deal with a "big push" in London. At Euston the platform was crowded, so much so that Genl. Among others present on the platform were Maj. Swinton, Col. Partridge, and Lieut. Robertson of the Air Ministry , Brig. Seely , Sir Andrew Caird, K. Vice-Chairman of the Associated Newspapers, Ltd. After some difficulty Capt.

Brown made their way to the car of Col. Groves then handed to them, amid renewed cheering, messages from Genl. Sir Hugh Trenchard. Seely wrote :- "This letter, which is brought by Genl. Groves, is to convey to you, Capt. Brown, the most cordial congratulations on your splendid achievement, not only on my own, but also on behalf of the Air Council, the Air Ministry, and, I know, your comrades of the Royal Air Force.

We rejoice that your skill and courage surmounted all difficulties, and enabled you to cross direct from one continent to another by air.

I hope to meet you personally, and in the meantime I know that you will be glad to receive this letter at the hands of Genl. Brown a very hearty reception. They were welcomed by Gen. Holden, who said he did not think either of them appreciated as yet what they had done, and it would take them some time to do so.

It was one of the most remarkable feats of this century, and one which would be remembered as long as the world lasted. It was nine years since Bleriot crossed the Channel, a distance of 20 miles. Everybody thought that a magnificent exploit at the time; but here they were welcoming men who had crossed nearly 2, miles.

Three cheers having been given for the airmen, there were repeated calls upon them to speak. Alcock, standing on a chair, said :- "I should like to thank Gen. Holden for the kind words he has said about Lieut. Brown and myself. I must say the flight has been quite straightforward. Although we had a little difficulty in keeping our course, Lieut. Brown did very well and steered a wonderful course.

With regard to the flight itself all the credit is due to the machine, and particularly the engine - that is everything. If the engine went well there was nothing to prevent us getting across so long as Lieut. Brown was able to get his sights, and here we are. Brown, who also was loudly cheered, said :- "Thank you very much indeed for your extremely kind welcome and for the kind words you have said about us.

In a flight like this the essentials to success are, first, the design of the machine, for which our thanks are due to Messrs. Vickers and to the workmen who built it; second, the engines, the Rolls-Royce engines; third, the instruments with which the machine is equipped, and for these we have to thank the Air Ministry, who helped us to obtain the most modern apparatus which had been designed; and last, but not least, the pilot, Capt.

For with all these things the machine could not have made a successful flight without such a pilot as Capt. Brown stepped out on to the balcony, where they were greeted with loud cheers by the crowds still waiting outside, Lieut. Brown ultimately driving off to Ealing where a further reception by the local authorities was gone through, whilst Capt.

Alcock, after dinner at the Club went to Olympia to witness the great boxing match. The following is the story of the crossing as given to the Daily Mail by Capt.

Alcock :- "WE have had a terrible journey. The wonder is we are here at all. We scarcely saw the sun or the moon or the stars. For hours we saw none of them. The fog was very dense, and at times we had to descend to within ft.

For four hours the machine was covered in a sheet of ice carried by frozen sleet; at another time the fog was so dense that my speed indicator did not work, and for a few seconds it was very alarming. We looped the loop, I do believe, and did a very steep spiral.

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We did some very comic "stunts," for I have had no sense of horizon. The winds were favourable all the way: north-west and at times south-west. We said in Newfoundland we would do the trip in 6 hours, but we never thought we should. An hour and a half before we saw land we had no certain idea where we were, but we believed we were at Galway or thereabouts.

We did not suffer from cold or exhaustion except when looking over the side; then the sleet chewed bits out of our faces.

We drank coffee and ale and ate sandwiches and chocolate. The flight has shown that the Atlantic flight is practicable, but I think it should be done not with an aeroplane or seaplane, but with a flying-boat. We had plenty of reserve fuel left, using only two-thirds of our supply. The only thing that upset me was to see the machine at the end get damaged.

From above, the bog looked like a lovely field, but the machine sank into it up to the axle and fell over on to her nose. Not only did the "Vimy" bury her nose in it but a R. Later advices indicate that the Vickers machine is not so seriously injured as was at first supposed. Although Capt.

Alcock arrived in Ireland before anxiety had had time to develop some mystification was caused by the absence of any wireless messages.

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