Flight, November 1922

THE CURTISS MARINE FLYING TROPHY RACE

   THE Curtiss Marine Flying Trophy Race, which was held at Detroit on October 8 last, provided several exciting thrills. Postponed from the previous day on account of unfavourable weather, the conditions under which it was flown were by no means ideal, and out of the eight starters (ten entered) only two completed the course. The latter comprised a closed circuit of 20 miles, which had to be covered eight times, making a total of 160 miles. The start and finish were opposite Memorial Park, facing Belle Island in Detroit River, the course running along Belle Island and south of Peach Isle to a barge moored off the Canadian shore, thence across the mouth of the Detroit River and back along the northern bank.
   The first four laps had to be covered entirely in flight, but at the end of the fifth, sixth, and seventh laps the competitors had to come down and taxi on the water for a distance of 400 yds. over a hairpin section marked out around the starting barge, then take off again and proceed on the next lap. This was quite an original and interesting feature for a seaplane race, and one that helped considerably to liven up the proceedings.
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   The winning machine, the Curtiss TR.1, and the TR.3, TS.1 and TS.2 are all very much the same type of machine, differing only in the engines fitted and the wing sections employed. These machines were designed to give the smallest and most compact type giving the maximum facilities for erection and take-down on board ship. With this end in view all wires and turnbuckles in the wing bracing have been eliminated. The fuel tank is carried in the lower plane centre section, and is detachable so as to be dropped out of the machine at the will of the pilot. Another feature is the provision of interchangeable landing gear, enabling wheels to be fitted for land work or twin pontoons for water work as desired.
   The TS models have the U.S.A.27 wing section, and the Lawrence J.1 220 h.p. 9 cyl. radial air-cooled engine is fitted to the TS.1, whilst the TS.2 has an Aeromarine U.8.D 240 h.p. 8 cyl. water-cooled V engine. The TR models have modified R.A.F.15 wing sections, and TR.1 is fitted with the Lawrance J.1, and TR.3 the Wright E.3 220 h.p. 8 cyl. water-cooled V engine.
   We show in the accompanying illustration two views of the Curtiss type TS. The following characteristics apply to all four models, except where specified : Span, 25 ft.; chord, 4 ft, 9 ins.; gap, 5 ft. 6 ins.; length, 24 ft. 7 ins.; height, 9 ft. 6 3/4 ins.; incidence, 0°; dihedral (lower), 3°; wing area, 225 sq. ft.; gross weight, (TS.1) 2,025 lbs., (TS.2) 2,085 lbs., (TR.1) 1,790 lbs., (TR.3) 1,980 lbs.; maximum speed, (TS.1) 125 m.p.h., (TS.2) 130 m.p.h., (TR.1) 130 m.p.h.
   We are indebted to our American contemporary Aviation for the foregoing particulars.