The Bridgeport times and evening farmer., 1919-04-04

I with the 90 H. P. motor, and ask what its performance would be, we will find certain conditions dictating 1 it's performance. The maximum dis ! tance to be flown in crossing the l ocean is acknowledged to be 1900 miles. Allow 15 per cent for drift. | etc, and. we have the equivalent of 1 2,O00 miles. At 100 M. r. H., which i is certainly a high rate of speed, a 1 go H. P. motor would require 20 | hours supply of gas. Consuming | about g gallons an hour, the motor
 would thus need 180 gallons as its
 total supply, or, in pounds, 6.2 x 180,
 or 8 total of 1,116 lbs. This would
 make the aeroplane weigh about 5000 lbs, which is too heavy for & ly.
 "A 15O H. P. machine might lift the required load, but two facts pre- vent it from doing so in any practi- cal manner. The first is that space is not available in the machine for
 the gasoline. The second is that the head resistance which would be oc- casioned if it were loaded on would
 not permit successful flight. A 400 H. P. Liberty or the Curtiss KIP en-
 zine requires 36 gallons of gasoline
 per hour, and this revives the ques- tiOn of weight, as 5000 pounds of gasoline would have to be carried obviously an impossibility. Even the three motored type of mamoth flying boat would not be altogether feas-
 able. In round figures, 12,00O lbs. of gasoline would have to be carried. This could be done; the N-C-1 can
 carry a load of over 24,000 lbs. so
 that 12,0O0 lbs, would not pass the
 50 per cent load limit previously dis
 cussed, but a difficulty not mention ed as yet would arise. Suppose one motor should cease to function. The triple -motored aeroplane would beGHn
 the same position as the slngIe-mot- ored machine, for the two motors would not support it in fight-cer- tainly not until 1t had completed one half of the trip, and accordingly les sened the load of gasoline, and
 probably not until 1t had covered
 three-fourths of the required 1900 miles.
 But figures show that as we go up to a four r-motored flying boat we
 have every reason to believe that the problem would be solved. The pro-
 portion of weight carried to power
 gradually increasing. it would here
 reach g. point where three motors could support & flying craft which would carry ample gasoline to fly from New Foundland to Irela q, and what is more important, make the more difficult trip against the west to east winds which prevail at practi- cally all times, The problem of what aerop1ane can make the trans-At- lanuc flight thus finds it's solution. And I need not say that boats are now being constructed on both sides of the water which will meet the re- Quirements of the great Journey. 1 Their builders know why they h1ye
 waited, and when an adequate aero | plane makes the Journey the public ! will realize what aero-nautica1 en- i gineers had in mind when they put i off the attempt at crossing so long,
 Mir, Russell has been connected
 with flying ever since 1909. As gen 1 eral manager of the Curtiss Engin- eering Corporation he has been in l close touch with the men who have
 designed and built the big flying 1 boat types for the United States 1 Navy, and is in a position to discuss l with authority the transatlantic
 flying situation.