THEthird race fur the Grand Prix of aeroplan-ing-the cup and prize created by James Gordon Bennett-was held at Eastchurch, Isle of Sheppey, on the 1st of July. the first race-that won by Curtill in 1909--was over a distance of ,20 kilometers. The following year the race, held at Belmont Park, for a distance of 100 kilometers, w,as won by Grahame-White. Tho distance this year was increased to 150 kilometers. Curtiss victory in 1909 was a splendid one, and well earned; the race of 1910 can but h described as a. “fluke Although the steady fying of Grahame-White won him much sincere praise, the unfortunate accident to Leblanc robbed him of the prize in the moment of victury. This year's race, however, far surpasses previous contests, in the .rilliancy of the fying and the highly instructive and latisfactory results gIven by it. 'rhe best talent uf three of the greatest manufacturing concers-othe BIeriot, the Wright, and the Nieupurt-was set to the task of producing not only the speediest creation but one that would outwit its rivals in maneuvering and reliability. The monoplane proved itself the most adaptable ,type for speeding and the biplane the most easiIy cuntrulled, the perfectiun of “banking,” landing, and steady flying exhibited by the diminutive Wright, attracting much favorable comment. The order of fnishing and the ofcial elapsed tm' of the con testan ts fo How: Weymann (U. S. A.), 1 huur 11 minutes 36 1/5 seconds; Leblanc (France), 1 huur 13 minutes 4 0 1/5 seconds; Nieuport (France), 1 huur 14 minutes 3 7 3/5 secunds; Ogilvie (England), 1 huur 49 minutes 10 2/5 secunds. Chevalier and Hamel, the furmer on a Nieuport munuplane and the latter on a Bleriot monoplane, started in the race but did not finish. Weymann flew a Nieuport monoplane, and made an average speed of just 78.1 miles an hour. Leblanc on his Bleriot racer averaged 75.91 mIles an hour, Nieuport on a monoplane of his On make attained an average of 74.94 , while Ogilvie made 51.2 miles an hour, including time for a stop. The latter'R speed of flying not cunsidering the stop was 54 miles an huur. Nieuport's speed was rather surprising in view of the record he made at Mourmelon on June 16th with the same 70 horse-power monoplane-100 kilometers at a rate of 80.24 miles an huur. Difference in atmospheric conditions might aCCDunt for this. mann is a very noticeable fwct and one deserving uf the closest study. The victory was primarily one for the Gnume motor and the French aeroplane industry in general, giving Dnly a small insight into the enUl'maus leadership ]rauce holds over the rest of the world in the development of the aeroplane. By no stretch of the imaginatiDn can the victory be laid to be one for America except on what might be classed a technicality. Weymann nut Dnly few a French machine equlPped with a FrenCh mutur but recei v ed hs f y i n g instruction in France under the tutelage of French axperts. Those who are pluming themselves on the great victory for America have therefure cause to hesitate. May the ountest of 1912 exhibit a more pronounced example of Yankee industry. This race is the frst from which ,cuncrete and valuable conclusions can be drawn; and i results point tu many advantageous features that s,huuld be intruduced intu the next Gordun Bennett race to make it a means of stimulating greater perfection and of representing the highest achievements in aeronautical engineering. Before pointing uut impurtant deductiuns ubtained from a study of the machines and their ,perfurmances, a brief descri p t i on Df each is given, accDmpanied by plans and elevations drawn to the same scale, thus enabling a graphic comparisun to be made. ''HE NU;UPORT MONOPLANE. The winning machine is a distinct type, bearing little rf any resemblance to the almost standard types, t,be BleI'iot or Antoinette. The most important features in its design are the profile of the wings, the great reductiun of head resistance, and the exquisite form and prDportioning of the various parts. Weymann's Nieuport wais equIpped with a 14-cylln-del', Gnome engIne rated at 100 H.P. ThIs drove at almost 1,500 R.P.M., a two-bladed Regy prupeller, 7 feet in diameter. This machine, due to itl high puwer, appeared to the spectaturs tu fairly leap into the air, and dart about with arruw-like swiftness and precision. (Oontinued on page 176.)
This article was originally published with the title "Lessons of the 1911 International Cup Race"