Flight International Magazine 1927-10-27
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Flight, October 27, 1927 First Aeronautical Weekly in the World. STANLEY SPOONER Founder and Editor : ENGINEER. ATRSHIPS Founded January, 1909. A Journal devoted to the Interests, Practice, and Progress of Aerial Locomotion and Transport OFFICIAL ORGAN OF THE No. 983. (No. 43. Vol. XTX.) Flight The Aircraft Engineer and Airships Edvtonal Offices: 36, GREAT QUEEN STREET, KINGSWAY, W.C,2 Telepbone: Gerrard 1828. Telegrams: Truditur, Westcent, London. Annual Subscription Rates, Post Free. United Kingdom 30s. 4d. Abroad 33s. Od.* * Foresen subscriptions must be remitted in British currency. CONTENTS Editorial Comment : PAGE Satety Devices Sd ifs ia a Pe is ata 745 The First Year's Fiving we ; af 746 Encouraging Airmindednes “iF aa siti ste ἘΣ 746 44] short “Sturgeon | Private Flying Light "Plane Clubs THE AIRCRAFT ENGINEER =] =} «] at he dew Ὡ- Wt Airisms From the Four Winds fol Death of Col. Nicholl yaad satety Des : far Aircraft; By M.-L. Bran 774 Royal Air F, orce 735 -orresporidenct 746 urrenheim ἰ um petition "τς πῃ Royal Aerouautical Society Official Notice risa) 736 Imports and Bxpocks: ΚΠ FLIGHT "*? PHOTOGRAPHS. | To those desirous of obtaining copies of | ‘Flight '' Photographs, these can be supplied, enlarged or otherwise, upon application to Photo. = Department, 36, Great Queen Street, W.C.2 DIARY OF FORTHCOMING EVENTS Club Secretartes and others desirous of announcing the dates Of important fixtures ave invited to send particulars for taclusion in this list: 1927 Oct. 80 Nov. 3 Aerial Meeting of Suffolk Aeroplane Club at Hadleigh Aerodrome. Joint Meeting. “High Speed Compression Ignition Engine Research. Mr. H. B. Taylor, before R.Ae.S. and J.Ae.E. | ‘Commercial Air Routes.’’ Air Vica-Marshal | Sir Sefton Brancker, before Royal United Service Inst. The use of the Wind Tunnel in the Predic- tion of Aeroplane Performance. Mr. R. K. Pierson, before R.Ae.E. and I.Ae.E, “ Modern Developments in Aircraft Instru- ments. Maj. C. J. Stewart, before R.Ae.S. ee ne . "- " I.Ae.E. ROYAL AERO CLUB OF OCTOBER 2/, 1927 THE UNITED KINGDOM ee "7 . Weekly, Price 6d. Post free, 7d. —_—_— — τ΄ ὍΝ, ΣΝ Fi: AT really matters is that we do seem to be getting on towards safety from the appalling risks following an invol- untary stall.” This concluding sen- tence of Mr. M. L. Bramson’'s reply to the discussion following the reading of his paper on “ Safety Devices for Air- craft’’ sums up the general impression le tt upon those who attended the lecture. A number of “ aids to flying’ which can reasonably come under the head of safety devices were dealt with by Mr. Bramson, but there can be httle doubt that the two which attracted most attention were the new Handley Page automatic slot, and the Savage-Bramson anti-stall gear. There appeared to be a tendency among those present to assume that the advent of the Handley Page automatic slot, whose function is to open automatically when either or both wing tips are stalled, would do away with the necessity for any stall-warning device. Mr. Bramson pointed out, quite correctly we think, that although a machine in the stalled condition might be under perfect control if fitted with the automatic slots, it would be losing height at a rapid rate, and thus it was rather important that the pilot should be warned that this was happen- ing. As Mr. Bramson also aes out, Incidence is the basis for both the Handlev Page automatic slots and the Sawage-Bramson anti- stall gear, so that, presumably, there is a possibility of making the same incidence mechanism operate the slots and the stall warning, The daily press has got hold of the new Handley Page automatic slot device before the company was re αν for publication, certain foreign patent ques- tions being yet incomplete, and thus may have done a certain amount of harm. We do not propose to run the risk of adding to the difficulties of the Handley Page firm bv publishing, this week, technical parti- culars of the new slot mechanism, but there can, we think, be no harm in mentioning briefly that the new slots are entirely automatic in action, requiring no attention from the pilot, are extremely simple mechanically, add but very little extra weight to a machine, and finally should not cost a great deal to C Safety Devices
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construct. Until the technical documentation can be published, there is little point in advancing claims, but τὸ does appear likely that this new type of slot, which, by the way, is to be regarded as a control device, rather than as one for giving extra lift for a given area, may have very far-reaching results. The very fact that the mechanism automatically opens the wing tip slot when the angle of incidence exceeds a certain predetermined amount, and thus prevents the wing tip from stalling, should mean immunity from involuntary spins, and already it has been demonstrated that the machine can descend at a very steep angle, 1.e., m a stalled condition, while lateral control is still fully maintained. Without going into technical details that might be undesirable at the present time, one problem seems to arise at once. Suppose the centre portion of a wing has stalled, but that the wing tip slots have prevented the tips from stalling. Under such conditions, it would appear that some rather unusual stresses might be thrown on the wing structure. How large these are likely to be can onlv be surmised at the moment. The ΠΗ distribution could, presumably, be ascer- tained for any particular wing by pressure plotting, but as this distribution would vary with different wings, there is probably a good deal of research work to be done yet before certainty on this point can be attained. However, the advantages in sight are so great that this part of the development work might well be undertaken by the N.P.L. In the meantime, one can only congratulate Mr. Handley Page on having evolved a device which may be of incalculable value to aviation. * * ΓῚ — i ἐδ It is with the very greatest pleasure wie a ps that we are able to publish, in our Flying Private Flying section this week, a most interesting article by the Duchess of Bedford on her first year’s experience as a private owner of an aeroplane. When we first approached Her Grace with a request for an article, she replied that she was afraid that she could not undertake to OcToBER 27, 1927 write one, as nature had not seen fit to endow her with the gift of being able to express herself in writing. We ultimately did persuade Her Grace to attempt the task, and we are sure our readers will agree that few could have equalled the charming manner in which the Duchess of Bedford has told the story of her first year’s flying. Not only Fricur, but British aviation in general, owes the Duchess of Bedford a great deal for her practical encouragement of flying. By her constant use of her aeroplane she is setting an example which undoubtedly, in the years to come, will be followed by many. What makes the experi- ence of the Duchess of Bedford so valuable is that, having no “ἀχὸ to grind,” she has chosen flying because it offers the most comfortable and quickest method of travel. ’ ὁ ὁ _ _ We have received from a private owner ERCOMEEIOS a complaint which appears to be justi- sith dannsie fied, and we therefore pass it on, in the hope that something may be done to remedy existing conditions. Our correspondent points out that at the Lympne aerodrome, although the huge hangars stand practically empty for 50 weeks in the year, a charge of five shillings per night 1s made for garaging even the smallest machine. As there is a permanent staff on the aerodrome, no matter whether the {γῆς is great or small, and as certainly the hangars are a long way from being filled, it would seem that the Air Ministry could very easily and simply assist the private-owner movement by garaging machines, so far as space allowed, either free, or fora nominal charge. The claim will probably be advanced that, as Lympne is used by the “ air liners,’ it is undesirable to have a lot of private machines about. The cross-Channel traffic 1s not 50 intense—nor likely to be for the present—that this can be accepted as a sufficient excuse. Perhaps our energetic Director of Civil Aviation will look into the matter. He is the best friend private flying ever had, and we are sure that if it be within his powers, he will meet private owners in this matter. REFLECTIONS OF GOOD DESIGN: The Short “ Sturgeon "’ is a three-seater amphibian Reconnaissan biplane of all-metal construction. It is fitted with a Bristol ‘‘ Jupiter ’’ radial air-cooled engine. 746
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cy QOcTOBER 2/, 1927 The Short " Sturgeon ’’ amphibian three-seater reconnaissance biplane. The engine is a Bristol ‘* Jupiter.’’ —— a Ἢ a τ΄ ee > ier ce = ‘iew » shap he floats is well brought out. THE SHORT “STURGEON”: In this three-quarter rear view the shape of the floa Note the special small- wheel trolleys used for handling in shed and on slipway. 747 c2
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μος PRIVATE OcTOBER 27, 1927 LYING A Section of FLIGHT in the Interests of the Private Owner, Owner-Pilot, and Club Member MY AIR EXPERIENCES By THE DUCHESS OF BEDFORD SoME time in the early ‘seventies, as a small child, I was taken to see the wreck of a “ flying machine," as it was then called, on the South Downs near Amberley. The designer was vaguely said to have flown “the height of a house ἡ and then crashed and, overcome with disappointment, taken his own life. I cannot claim that my interest in aviation dates from the Spectacle of this sad little glider lying wrecked on the hill- side, but neither did it act as a warning. Many years were to elapse, however, before I saw another fiving machine, and then it was the aeroplane in which Blériot flew over the ‘Channel. A few wiseacres said that, like Webb, he would be ‘the Jast to do it. The War brought many aeroplanes and ‘even an occasional Zeppelin over our quiet corner of the -Midlands, and it was always considered the correct thing for frrends to rush and tell me when they were within hearing. A very tlefinite longing did then arise to try what flving would be like for myself. But it was not to be supposed that those most interested in my remaining on earth would welcome this entirely new departure. The way had to be carefully paved with constant reiteration of my aspirations, gradually growing into definite expressions of a determination to try it. But how to try it 1 had no idea until a friend suggested ‘ Imperial Airways.”’ 50 in 1926 to “ Imperial Airways " I went, with the request that they would provide me with a machine in which to fly trom Croydon to my home. Their first suggestion of an enclosed machine not being at all in accordance with my idea of emulating the birds, we finally came down to the “ Moth.” “ Imperial Airways,’ moreover, kindly volunteered to send somebody down to report on the landing ground, but said that a “Moth could land almost anywhere.” But when that “somebody “ reported later that the best landing-place seemed to be the garden immediately in front of the house, adding that in the event of the ground being wet, the tail skid might mark the lawn, I was a little puzzled at the accom- modating ways of even a “ Moth,” for in no part of the garden 15 there a space of 50 yards clear of trees, ponds, fountains, bushes, or flower-pots. However, the only place I had quite definitely made up my mind that my puot should vol land me im was a large open paddock of many acres wherein roams a herd of American bison. Se to Croydon I went on a stormy afternoon, and was duly strapped into my “ Moth.” -A long run all round the aero- diome to please my pilot, who preferred to rise up-wind, and then my dream of years was realised and for the first time I flew ! Now, those who do not want to fly generally have three very definite objections to it: they have no “ head for heights," they do not wish to be air-sick, and thev fear the feeling of coming down that one gets in a lift. To these 1 invariably reply that on earth I have no head for heights. I greatly dislike a narrow footpath on a steep hillside, the involuntary passage down which leads to broken bones. I cannot look over towers and precipices with any comfort, and do not greatly relish a ladder; but, for some reason | cannot explain, unless it be by the security of one’s position (I do not allude to the strapping in, for I have only been strapped in on two occasions since), one feels nothing of this in an aeroplane. As to air-sickness, I have only been in an enclosed machine for very short flights, and though in the “Moth " my pilot has on one or two occasions remarked “A little more of that and we should both have been ill,” we have had that little and more also later, and I was not air-sick. If he was, he was safely behind me and I was not aware of it. The motion of flying is so different from the endless monotonous rocking of the ocean wave that at present I have a clean bill of health. “‘ Qui vivra verra.”’ Of the feeling as of descending a lift there is none, and I think that would only happen in involuntary descents. What I Have Gained And now for what I have gained ὃν fiving. Before the war I had a yacht, but the war took her and, fond as I am of seeing the world, journeys by train are anathema to me. Therefore, but for restricted travels by ocean ποτ and motor- ear, | thought my travelling days were over. My first long venture was to Scotland. ‘Starting at my own time (no, my pilot's, for pilots are not punctual people, having too many irrefutable excuses to draw upon when in need), I arrived in a field close to my Scottish home in 34 hrs. ; less time than the train would have brought me. Visions of travel abroad once more seemed possible, and the spring of 1927 saw the little “ Moth " starting on a trip of three weeks’ unadulterated enjoyment to Tangiers, via Paris, Bordeaux, Biarritz, over the Pyrenees to Burgos, Madrid, Seville, Jerez and home by Malaga, Grenada, Barcelona, Lyons, and Paris. The next flight of interest was to see the eclipse of the sun, and we really did see it! There was no necessity to go to the area of crowded hotels, for by rising a little earlier, we could flv into the zone of the eclipse from a less frequented neighbourhood, Nothing could have been more unpromising than our start in a fog which almost precluded the idea ol flying at all, but in a short space of time we were wafted above the clouds to a height of 10,000 ft. There, in an absolutely clear skv, with a panorama of clouds below us, which did but add to the beauty of the scene, we had an uninterrupted view of the eclipse. Incidentally, it is fortunate that there is not to be another for 200 years, for obviously the sun was very cross about it, as he has hardly been seen in England since. Once more in the summer a short flight was taken to Naples via Paris, Lyons, Turin, Verona, the Lido, and Rome, the return journey being made by the Riviera. We crossed the Alps at just under 14,000 ft., basked in the sun on the Lido, peeped down into the Coliseum, the Baths of Caracalla and the Crater of Vesuvius, revelled in a glorious view of the Bay of Naples at sunset, looked down upon the terrible forest fires then raging on the Riviera, and met the Mistral, which tossed us about like a feather. And all this in an eight days’ flight of some 3,500 miles. At home, the little ‘‘ Moth” has taken me many short flights for business and pleasure. But is not the scenery from an aeroplane terribly dull ? © I have been asked by friends. If it is, then I am afraid I have one of the “ litth: minds τ which is “ pleased by little things,”’ for I never have a dull moment in the “ Moth,” from the time I leave the ground ; no, net even over the coal helds and manufacturing districts of England ; and as to the scenery, in many of our longer flights, it has been wonderful beyond description. But why do I write all this for the readers of ΕἸΤΘΗΤ, who need no inducement to fly? I am reminded of an episode which occurred in one of my tours abroad. Seated in the hall of an hotel, waiting for a car to take my pilot and myself to the aerodrome, an enthustastic lady came up and introduced herself to me, saying that she must con- gratulate me on my flight, because it was ‘so brave and wonderful" of me to venture on it. IT was just beginning to feel a little elated at the torrent of flattery which, out οἱ the kindness of her heart, howed down upon me, but I had an uncomfortable feeling that it was not making quite the desired impression upon the rather matter-of-fact and very exper- enced companion at my elbow. The suspicion was justified a moment later when, as she turned to leave, he remarked— “ What an extraordinary idea! One would think you were the first woman to fly!” In the language of aviation, I" flattened out.” So it is with all diffidence that I submit the record of my first year as owner of a “ Moth,” my only excuse being that I do so at the Editor's request. 148
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OcTOBER 27, 1927 LIGHT PLANE CLUBS | | Londen Agroplane Club, Stag Lane, 3, Clifford Street, London, W.1. Bristol and W essex Acroplane Ciub, Yate δες H. Τὶ, Edgware, Perrin, Gloucester. Secretary, ω 9 -Cal. C, Fleming, Filton Ae rodromé, Patchway. ampshire Aero Cluh, Hamble, Southampton. ” Seretary. Mai Koss White, Hamble, Southampton. ts shel}. Lancashire Acro Club, Woodford, Lanes. Seoretary, Ὁ, Τ Wood, ΚΡΈΝΕΙ, Dukinfield, near Manchester = Midland Aero Club, Castle Bromwich, Birmingham. Secretary, | Maj. Gilbert Dennison, 22, Villa Road, Handsworth, Birmingham. SS Se a a ee LONDON AEROPLANE CLUB Kerort for the week ending October 23 ——Flving time, 17 brs. 5 mins. Dual, 15 brs. 45 mins.: solo, 1 br. 20 ming, Dual instruction With Capt. F. G. ΝΜ. Sparks: L. C. Davey, L. R. Winter, A. Fowler, M, P. Susman, Miss Wilson, (ὦ, W. Hall, Mrs. Russe il, G. €. Bonner, A. J. Richardson, FE. R. Andrews, H. B. Mic he Imore. W ith Capt. S$: L. Ἐν Κ kK. Hayes, T. 5. Solomon. We had four blank davs owing to the weather DA. * Moth” to replace G-EBKT.—\It is hoped this week to take delivery of D.H. “ Moth G-EBNN to replace G-EBKT, which was crashed in August last t. Harbe : A. Fowler, E. R. Andre ws, Mrs. Russell, Capt, Burt, Keith, L. R. Winter, H. J. Greenland, P. W. Hoare, H, BRISTOL & WESSEX AEROPLANE CLUB huvinc report, week ending October 22 :—Total flying time, Instruction, 13 hrs. 30 mins.: soloists under instruc tion, passengers, I br. 18 mins Instruction (with Mr. Bartlett): Miss Miles, Messrs. P. H. Bryan, Hon, H. ( [Ἢ Bathurst, ΜΙ, L. Alexander, T. H. Clarke, A. H. Downes-Shaw, C. KR. Greenhill, KR. Patrick, C. Ε΄ Pitman, J. Pitman, H. A. Tiarks R. A. Hall, J. H. Roberts, A. E. Stevens, Soloists under Instruction: Miss Miles, Messrs. Hon. ει, Tratman Miss Thompson and Mr, LS brs, δὴ mins; 4 brs. 5 mins. ; H. €. H. Bathurst, A. H. Downes-Shaw, RK. A. Hall, J. Passengers: with Mr. Bartlett, Mr. Hopper, Mr. B. Ἐς Mages. Six new pilot members have joined during the total of 60 pilet members. Morris. With last fortuight, making a HAMPSHIRE AEROPLANE CLUB ἘΈΡΘΗΤ for two weeks ending October 23 :—Total flying time, Instruction, 25 hrs. 95 mins.; soloists, 12 hrs. : flights, 1 hr. 40 mins. Instruction (with Flight-Lieut. Thomsen) : Aitken Dick, Mrs. Andreae, Lieut:-Comdr. Evans Penman, Capt. Molyneux, M.C., Capt. Kirby, Licut. Kidston, R.N., Lieut. Richardson, RN... Lieut. Hall Thomeon, R-N., Lieut. Mandeville, R.N., Flizht-Lieut. Messenger, Capt, Kirby, Mesers, Cripps, Baynes, Hall, Grahame Gibbs, Boileau, Fawkes, Kerry, Brewster, Falceonar, Nuthall, Dickson, Willamson, Whittle, and Stanford. Solopsts (*A™ Pilots): Plving Officer Southey, E. 1. C. Wyllie, and Fagan. (ithersoloists : Miss Home, Capt. Molyneux, M.C., Messrs. Cripps, Cooper, Fawkes, Shepherd, Parker, Whittle, Graham, ani Stanford. Jov-riders : (with Bowen) Miss Churcher, Mr. Lovatt; (with Wyllie) Mrs. W hedwright, On [Thursday Mr. Fawkes flown solo once an an Avro in the Auxiliarv the Auto-gvros were being demonstrated befor 41) hrs, jov-riders, 45 ming.; test Miss Home, Mrs. Willis, Mrs. Comdr. Hunt, Messrs. K. P. L. Bowen, Falconar, did his first solo on ἃ Moth, Air Forte. press representatives, He had previously (in this day, also, with To Australia by Light Aeroplane : Capt. W.N. Lancaster and his pas- senper, Mrs. Keith Miller, in their ‘‘ Red Rose’ before the de- parture for Australia from Croydon on Octo- ber 14. In this Avro “Avian *" they reached Pisa from Marseilles on October 19, and Rome and Naples the nextday. On October 21 Catania in Sicily was gained, and Malta the following day. On October 24 the ‘ Red Rose’’ reached Tripoli, North Africa. This “Avian ’’ is fitted with the Cirrus 32/80 h.p. engine. Capt. Lancas- ter is an officer in the Air Force Reserve and his passenger is the wife of a well-known Australian journalist. Aero Club, Cramlington, Northumberland, | Newcastle- se Tyne Secretary, A. Bell, cio The Club. | Norfalk a ‘Norwich Aero. Club, Mousehold, Norwich. Secretary, H. ©. Bennett, 5, Opie Street, Norwich. _ dhe Scottish Aero Club Movement, 101, St. Glasgow. Secretary, Harry W. Smith. Suffolk Aeroplane Club, Ipewich. Secretary, “ Hazeldell,”’ Stowmarket, Suffolk. ¥ orkshire Aeroplane Club, Sherburn-in-Elmet, D. M. N. Coles, The Aerodrome, Sherburn-in-Elmet. Vincent Strect, Courtney N. Prentice, Yorks. Secretary, the result that most newspapers have been publishing photographs of the Hampshire Club Moths sitting on the ground whilst the new form of aircraft flew over their heads, With regard to the appeal of the Suffolk Club for surplus furniture, we certainly have an opossum rug we shall be pleased to give to them if they will promise to treat it kindly. It has been " kennelled" in a damp room for many months and is therefore a trifle high, but any good vet. should be able to put it on its feet again. It is quite tame and will eat anything, especially fond of children. Congratulations to the five members of the Norfolk Club who put in over ten hours dual between them last week, but what has happened to that Interesting individual who used to figure in their reports as “flat turn Tommic δ" ἢ LANCASHIRE AERO CLUB Report for weck ending October 22,—Flving time, instruction, 8 brs. 20 mins.: solo flights, 1 br. 55 mins.; pas 5 hrs. 40 mins,; test, 1 hr. 53 mins. Instruction.—With Mr. Brown: Messrs, Meades, Sykes, Chart, Cort, Allott, Hope, Nelson, Miss Brown, Miss Baerlein. Mr. Cantrill: Messrs. Nelson, Harber, Rowley, Ruddy, Browning, Miss Baerlemn. With Mr. Scholes: Mr. Rowley. Soloists (under instruction): Mr. Harber. Pilots: Twemlow, and Chapman. Lacayo: Mrs. Lees, Mrs. Passengers.—With Mr. With Mr. Scholes: Mrs. Jackson, France. Mr. Meades. With Mr, Twem- low: Messrs. Allott and James. With Lady Heath: Mrs. Cottam, Mr, Stott. With Mr. Cantrill: Mr. Stott. With Mr. Goodfellow: Miss Boston. With Mr, Williams: Mr. Ruddy. With Mr. Costa: Miss Dodd. A week of dirty weather and a week-end of fog. Sunday was a day af very poor Visibility, and what with four club kites in service and our Messrs, Hollingdrake and Dobson adding to the aerial congestion on a couple of “Avians,”’ life was very ‘ard. A number of pilots came down with very stiff necks, which subsequently required oiling in the club house. — P.S.—Owing to the bad weather, there has been no crashery this week. 17 brs. 4) mins. : senger flights, Agar, Heath, Kowley, With Cort, Messrs. Nelson, Costa, Webster, Miss Stott. MIDLAND AERO CLUB LIMITED Kerort for week-ending October 22,—Total flying time, 6 brs. 24 mins. Dual instruction (with Mr. MeDonough): J. H. Lattey, ἃ. Robson, R. Darlington, E, P. Lane, 5. Duckitt, Capt. j. C. Chavtor. Solo: E. J. Brighton, ( Fellowes, ΕΒ, R. King, Passenger flight (with Me. Willis}: T. R. Lunt. Passengers (with Mr, Brighton): R. ἃ, Hall, J. M. General ee ἐν “weather restricted flying. Parkes. Report for week ending October 23.—Flving time, 26 hrs. 10 mins, In- struction, Καὶ hrs. 45 mins.: soloists, ἃ brs.: ΠΑ pilots, 7 brs. 20) mins. ; pasengers and tests, 13 hrs. 05 mins. 749
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Instruction (with Mr. Parkinson): Miss Leathart, Miss Rambaut, Messrs. P. L. Lawson, Ὁ. T. Elmes, R. J. Dickinson, L. B. Dickinson, Griffiths, Mathews, Dr. Alderson. Soloists: Mrs. Heslop, Miss Leathart, Messrs. Mathews, P. L. Lawson, ilson, Elmes, Robertson, Shaw, C. Thompson, Turnbull. Passengers.—With Mr. C. Thompson: Mrs. Heslop, Mr. Luckman. With Mr. Parkinson; Miss Wood, Mr. Murrell (of Aerofilms, Ltd., on photographic ht). Me P. L. Lawson carried out his first solo flight on Tuesday in a very satistactory Manner. All the above flying on G-EBOV. the coming week. Some interesting particulars of a scheme which is being formulated by Mrs. Heslop and Miss Leathart have leaked out, The following is an outline of the scheme, no details being available for publication as yet. (This is strange, as one believed that the all-important tem in such a stunt was the publicity). A suitably-equipped ship will leave the west coast of England, and when five miles out the intrepid ladies will land upon it in a‘' Moth.” Five miles from the coastline, somewhere on the other side of the Atlantic, the ladies will take off and complete their transatlantic flight. The chickens are already being fattened, and supplies of lip stick obtained for use during interviews with the Press, during the flights, and on landing at the other side. L.X. is expected back on service during When is a Metre not a Metre " It will have been obvious to our discerning readers that “ metres “" should have been “' kilometres "’ on the scale of our map of Mr. Kittel’s tour, published last week. ** Bluebirds *’ . Tue Blackburn Aeroplane Company, who are the designers and manufacturers of the “ Bluebird,”’ which is such an excellent machine for private owners, have been concentrating on meeting their customers’ demands for their machine rather than demonstrating it all over the country. For that reason we have not heard so much about it lately as those in the same class. Delivery has already been made to the Suffolk Aeroplane Club, who incidentally, are holding their first “ Air Meeting “ on October 30, when, no doubt, their “‘ Bluebird " will be in action. During September the Yorkshire Aeroplane Club took delivery of three in close succession, and the North Sea Aerial and General Transport, Limited, of Brough, has one. Two others are now on the way to Brazil for private owners. Others in the course of production are for purchasers and the firm’s demonstration ΚΙ Εἰ OcTOBER 27, 1927 Mrs. Heslop ancl Miss Leathart are the club's first lady pilots to obtain their A" licences. NORFOLK & NORWICH AERO CLUB Report for week ending October 23.—Flving time, 12 brs. 30 mins. Dual: Messrs. A. Cooper, R. Hare, C. Gowing, C. Bougrat, R. F. Potter, H. J. Finch. . Solo: Messrs. R. Harmer, R. F. Moore, H, Pank, W. A. Ramsay, W. Cubitt, Ἐς Gough. Passengers: Miss Eldridg:, Messrs. J. Croskill, and A. Sutton. YORKSHIRE AEROPLANE CLUB Rerort for week ending October 22.—Flving time, 19 hrs. 2) mins- Instruction, 9 hrs. 55 mins. ; soloists, 3 hrs. 25 mins,: passengers, | hr. Instruction (with Capt. Beck): Miss Woodhead, Messrs. Humphries, Parker, Gouldnevy, Dane, Ellis, Crowther, Η, Crowther, Gardiner, Thomson, Miller, Brackenbury, Ellison, Weaver, Ward. Solo instruction: Messrs. Lax. Ellison, Lister. “A” Pilots: Messrs, Brackenburv, Dawson, Passengers.—With Capt. Beck: Mr. Coles. Messrs. Brown, Crowther. With Mr. Brackenbury: purposes. Mr. Charles Blackburn is touring the South shortly with a “ Blucbird.”’ and will call on the Suffolk Club to assure himself of their progress. His headquarters will be neat London, for there are a large number of interested enquirers in this quarter and they will have the opportunity of inspecting their choice. Suffolk Aeroplane Club's Air Meeting Tue President of this new Club, Lady Bailey, will fly down to their first air meeting for Sunday, October 30. The London Club and the Yorkshire Club will also be repre- sented. Wing-Commander Blackburn, of Martlesham Heath Experimental Station, and numerous others have promised theirsupport. The Hon. Secretary, Mr. Courtney N, Prentice, points out that it is too late in the year for a pageant and so they are holding this small display to show that the Club is really doing some work. They deserve to be well supported on Sundav tor they are really making admirable efforts without any ofticial assistance. We wish them every success and particularly fine weather. The Club's aerodrome 1s at Hadleigh, Suftolk, and the meeting will start at 10.30 a.m. ΕΙ Ts] A VERY WONDERFUL FLIGHT* It is impossible to read the Air Minister's account of his flight to India and back without becoming infected by his obvious enthusiasm for fiving. Yet the book reveals no attempt at minimising the discomforts which were, must have been, encountered on a flight over such vast distances. If he makes little of the risks, Sir Samuel faced them with his eves open, and he and Lady Maud Hoare did not start from Croydon on the morning of Boxing Day without having first received, and disregarded, numerous warnings from well- meaning friends. That the journey should have proved entirely successful 1s a testimony to the flying equipment used and to the skill and determination of the men who had the honour of piloting the distinguished passengers on this historic flight. In his book Sir Samuel Hoare pays a verv warm tribute both to the personnel and to the machines and engines. The introduction by Lady Maud Hoare adds a delightfully feminine touch in explaining how the problems of her personal equipment were solved, but like her husband Lady Maud makes little of the discomforts, and answers an emphatic “No” to the question as to whether the party was frightened during the flight. She does admit, however, that on the afternoon of the second day of the outward flight "' it ceased to be of great interest whether they arrived at Naples or not.” But on the one occasion when there probably was real danger they were “ too much interested to be frightened.”’ | The Secretary of State for Air throws a verv human side- light on his account of the preparations for the flight when he expresses fear that some trivial mishap might prevent the fight from being made. ‘‘ Would it not,"’ he says, ‘‘ have been intolerable if, after all our preparations, a sudden attack of ‘ flu’ or even an unromantic cold in the head had stopped our starting’ Fortunately no such incident marred the Start, nor did a fog compel the party to postpone the start, as was at first feared. As it turned out, the first portion of the flight was the most uncomfortable, but Sir Samuel and his wife were ever prepared *] ndia by Aw. By the Right Hon. Sir Samuel Hoare, Bart., G.B.E., C.M.G., with an introduction by Lady Maud Hoare, D.B.E. Longmans, Green and Co., Ltd. Price 6s. 6d. net. to look upon the bright side, as is testified ὃν the passage dealing with the crossing of the Mediterranean, which was accomplished in a storm. One of the destrovers stationed along the route signalled to the machine that its passengers might think it bumpy up there, but that it was nothing to what it was down on the sea. ‘“‘ As I saw the destrover,” Sir Samuel writes, “* jumping about like a pea on a drum, I fully agreed with the Captain's observation.” One feature of the book which impresses one is the insight and understanding which the Secretary of State brings to bear in connection with the various countries over which he flew. After reading the book, one begins to understand not only why Sir Samuel Hoare chose the airway, but also why his appreciation of the enormous advantages of the personal element is so keen, and of the reasons for his faith m the utility of linking up the various parts of the Empire bv air, so as to enable statesmen and business men to get in close personal contact, instead of having tu rely upon the written word. Of lighter touches there are many in the book, and Sir samuel Hoare reveals a quict sense of humour which those who only know him as the Secretary of State for Air may well be surprised to find, One little ancedote will illustrate this point. When the news of the departure of the party was announced, the Prime Minister is, Sir Samuel says, reported to have said: “ What with F. E. winning diving competitions in Madeira, and Leo Amery ski-ing in the most mountainous regions up the Alps, and Sam Hoare flying to India, 1 feel like a circus manager whose performing ficas have escaped.” “India by Air” is splendidly illustrated by photographs, and appendices give a description of the “City of Delhi © (the de Havilland “ Hercules with Bristol ‘ Jupiter” engines) which carried Sir Samuel and Lady Maud Hoare, a detailed log of the various stages of the flight to and through India, with explanatory notes on the country over which the flight was made, and full details of weather conditions, flying times, distances covered, and so forth, Quite apart from any added interest which the book may have because of the prominence of ite author, '' India bv Air "’ is excellent reading, whether one is interested in flying or not. 750
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October 27, 1927 Supplement to FLIGHT hnval {}}}}}}}Π|Π||Π||}|}|}|||{} {Ὸὔ]}}}} hy ἴὩ a Hh Mm Ὲ MMM ΝΠ | 1 MMU in | * - ie! ——=== ———— —— —S— as — ————— SSS | SL SSS ——— —_———S ———S=— ————— = er ee -΄ὦ πῶσ τὰς πα τὰ —— — ———————————— τὸς --Ὡὦ τς iit ii WL Edited by C. M. POULSEN — = eee a ee October 27, 1927 SS οΟϑΚϑΧ(ὅώὅ...ὉῸὈὔῦΟῷώ ὉϑὖϑῳνὉΔὉΔ62ἀἐΝππΠΠῚ - = = = CONTENTS A SIMPLE THEORETICAL METHOD OF ANALYSING Phivciieticat ΜΕΝ | aad Pests mr Το AND PREDICTING AIRPLANE PERFORMANCE. Sa : wigs _ ' By Ivan H. Drices. is. By Lieut.-Uol. 1. Ὁ, Blyth. COBLE.. ΔΙΑ ] re Concluded from pf. 62 | ees 7 Le vam ple 11.-- τ ('t) Hh Airplane. ----: 3 (‘ase ΠΝ used, EDITORIAL VIEWS Data : With this issue of THe Atrrncrarr ENGINEER the article on Total weicht = oe a a. 4.563 Ibs. \ Simple Theoretical Method of Analvsine and Predicting Wine area (RUA. Ε΄. 13)... ste ... oOo sq. feet. Lirplane Performances by Mr Ivan H. Drives, comes “pan both wings ΕΓ μα. .. +$8+4eet. to ἢ chose It is regretted that it has been necessary to ἱ τ τι ες Ae sf fs § fect. divide this article into three instalments. since this causes a Power 03 si ca =. 5.9] ἱ L700, COTtain amount of incvonvemence for reference purposes. Profile drag of airfoil ... sie see UO, However, it is thought that most readers collect their numbers A, of structure (from detail analysis)... 14+) sq. ft. of Tue Atrerarr ΝΟΙΝΙ ER as ἃ SOTLrate VOLE. indepen: Gap Β dent of PLIGHT. In Which case it is only necessary to look Span 1s O- 125 through three numbers. - As regards the article {530 }}. 11 11. realised that uw has been IN ἐγ 11... from Fig, -. difficult for readers to express an opinion on the Driuys 4} method until the entire article was publishect. Saw that ᾿ 1528} Ls this 185 thie ον, mt is hoped that British desjeners and others 4.562 interested in the 41}. } εὐ performance will prev iss thu [I = = — — (he gr article carefully and, by giving us their views, give readers AL τὸ #5) of Tue Armenarr Excrxerer the benefit of their intimate (b> (WAS ΕἾΤ ] ees knowlege of the su 2] \purt from the question of whet her 14} ()-(HI327 4563 = ΘΠ) 93 of not the Driggs method is rational and logical, and to be High Spee, oi: aah fs sufficient!) aceurate for general use, we think it For trial let Vgc oe 120 m.p.h. Will be avreed that the information concerning Amvorican ᾿ ᾿ Ρ i ee a, Τὸ -ς | εἴ AITCTATY wy bait ῃ iB Piven wn The course ΟἹ the eheckine cy tty Or 420 = ἢ 1] a4 Drives met hoc Te cit yer considera ble 11} ΓΠὺ ΜΙ, ancl provides 5 S| ij number cyt perrormance Hou res Which Hre ver\ welcome ι}..14ἢ utatime whe hise try a great deal erecy surrounds Yas - + | ae panama ΤΗΝ sai ane a great.dealot visi oe hy Ϊ since Vu - Noma the performance of British aircraft. Lieut.-Col. Blyth contributes this week an article on “ The Ε Whi ἃς, AN \ Wh ἧς ᾿ (be (MAM ΒΤ V max , Reduction of Flight Test Data to Standard Atmosphere I I Konditions.” The method enploved is explained 1n detail. Let Vv 60 mph. and als he “aps i hich 1 Orks 4 he chart List) Tye μι | upon Wil ἢ i VW irk ‘ Ν hil Tre i . (009 0-745 ar) +524 ena tes one to reduce ensily. raps anc Without the use oO a — His ᾿ : , Wee heii 209 tables or caleulations of any sort, observed data to conditions O OWWS2 0 OO892 οἱ standard atmosphere. The standard atmosphere used bs Let \ 1M) mph. (ol. Blyth is that employed in America. which is based upon 9-092 Οὐ 745 100 (2599 relative density and pressure beige taken as unity at a height Ξ Sylar Anna 1.603 ‘ ‘ : Lae a: Quogue O° (O302 ΟἹ Ὁ Tt.. at which altitude the temperature is 10 C. and the pressure 20-99 in. of mercury. Plotting these two points as ordinates on this respective Mr. J. D. North has, we regret to sav, heen in lisposed values of V as absciss@ and connecting with a st raight line to recently, and has not. therefore. been able to contribute — intersect the curve of 0-QOQQ00872 V¢ gives V max. as 123 m,p.h. his final article on “ Aircraft Performance.” Mig. 3. 7T50a D2
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SuPPLEMENT TO FLIGHT Therefore V max. = 128 m.p.h. This is close enough to the estimated Vinax, and Vues, that it is unnecessary to repeat the calculation. Absolute Ceiling. (PIA [ἡ 47-6\!2 Vip = 14 — 47-6 Κ, = (755) = 0-63 p54 __ 07095 x 0-62 x 0-251 "0-092 ἡ 0-745 x 0-63 = 0-343 From Fig. 4. Absolute ceiling = 21.500. Rate of climb at Ground. FE rid τ Veo = 18-4 FE. = £26 - 05.801. - Ν, = \ 120 — +722 R.C. = 33.000 ~ 0-092 ~ 0-745 \ 0-722 — $3,088 62 O-251 --- 1.630 — δῇ R.C.. = 1.076 ft. min. These two examples illustrate the procedure to be used in the calculation of performance. Like all other methods, the ACCUM Y ΟἹ the final result depends μὴ the estimate of parasite. The computed performance of the ACU — 6 is probably somewhat high. due to the fact that Case I has been used. However. a slight reduction in A, over that estimated might allow these figures to be equalled or even exceeded, Again, the percentayve of motor power at ceiling may he lower than the average used. APPENDIX 1 PARASITE COEFFICIENTS OF VARIOUS AIRFUOILS From M.1.T. Test 40) m, br, 36 ἢ Airfoils Min. Prof. Ky. Max. Airfoil Drav Min. Prof. Draw R.A.F. 15 εἰκὸς νι Δ EMMIS tre! U.S.A. 27 Σιν 6 O000345 GCs iS Goth 387 =n = (= (WWM bef | wi. 3 (roth 430) a sae) (- (M MISS 102-5 Goth 436 53's ως Δ 000813 ΠΝ 109- U.S.A. 35B ... 0 OB 25 U.S.A. 354... a. Δ ΜΜΝΜ δ) 3 Clark W τς Oe OAM M294 ΤῊ] Clark X νος .. UO - 00002895 OO + Ss Clark Y ἘῸΝ .. 6 0000260 118-2 Clark Z ν᾿ =. ΤΠ ΓΙ 10.17.4 U.S.A. 16 τες ως 9 119-4 N.A.C.A. 61 ... .. O- 0000440 72-9 N.ALCLA. 77... oe {ΜΗ ΜΒ 61-3 NACA BI... ~~ - O000848 77°3 N.A:C.A. 58... νι Δ OO00344 81.} Curtiss C-27 ... .. 00000249 94-5 Curtiss C-62 ... va — = U.S.A. 17 nae “.- «=O 00002738 GD U.8.A. 35 ΡΝ .. 0-0000334 114-5 U.S.A. 45 ea sa O- WKHI276 120) Turm No. 1 ... oe OOOO 28 {μη} A As 3... oO OOD 4 75 Goth 429 sue .. 0000085 H4 Sloane 105... .. 00000939 1.9.5 APPENDIX II TOTAL PARASITE AREAS OF VARIOUS AIRPLANES (A,,) Airplane F. W A, (A,)}, strac- ture 11,.} ... ΟΜ 5,686 24-35 4-6 19-75 XBI-A ... 0-003876 3.590 13-5 3°] 10-4 Ocronren 27, 1927 THE AIRCRAFT ENGINEER (A,,) Airplane Ε΄. W A,, (Aye Struc- ture PW-! . O- 0031 3.005 y.9 2-05 7°25 MB-3 ὦν τ ἢ 2 ΜΒ δ. 1-9 7°) XB-1 ,., O-O0887 38.070 14-2 3:1 11-1] IL-6 . O- 003875 3.605 18’ (4-5) ()-O) VE-9 .. O- 0037 2.269 S-4 2-] H°3 D.W.C. ... 0-0038386 7.216 24-25 7:32 16°93 COA . O- 00806 4.193 12-8 4-7 ae | [).-] 120 4.78] 18:5 (5-1) (13-4) CO-4 . 0-003824 4498 = 14-5 (4-5) (10-0) V0 . O 0035 2.686 Qed (2-6) (+8) D-7 . O- 0038 2.462 Ν ἢ 3.5) (6-1) MB-2 . O- OO567 10.305 as: (10-6) (48-2) PW-—8* . O- 00202 2,784 Ss] 2-()) (G«1) XBI-A ... 0-000838 3.088 13°: 3°] 1.).9 Messenver ΠΗ Si? aa (1-8) (3-7) PS-] . O- 003844 1.01: des T-2 . 0-00292 7.993 23-4 ( 1i)-3) (13-1) Ds . O- O0619 1.238 1.7 (1-1) (6) PWI1-A .. O-00375. S3:075 11. 54 (3-1) (+44) μι. ... OF1R414 9 = DT RS 11-4 PW-2A ... OF 0038 D740) 1-63 PW-2B ... 0-Q0354 2 O76 1.}). 24 ΡΟ ga. αὐ 559 BT ἡ. ἢ 2-4 7 PO PW 6 (EW T4+ Ὁ.717Ὸ3 10-25 VSA-C11 ι}) (307 St l4-8a DeH—-4 ΜΙ. et 1 7- δ 8°35 14-20) TA-I . 4 {πη} ΤῊ 11-7 [3..}} (S°)) TA+2 . (Mids) L.7H1 Yh |-s aes TA-3 . OF 36 1.08 [- 7s 2-48 S30) TW . KGS 3.225 mar 3:2 1.1.3 PW-F | O-O894 3.176 ly. 3 US-Mail... O-(0384 4,712 Is: ] aos 14°3 Τ.ῦ ete: 4.450) Ses δ 0} 99.8 TA-A . VS ἐπ ἢ Ἐτ' > ares 4-0 11-7 TA—6 . Ob (M6 1.454 11:-Ὁ 262 Ν᾽ 4 SE—aA OHSS 2 4-33 ]-SS Vide Qirenco 7 4{π|52 32} 2 83 11 ".} π Τιὶ-- . MN] L M7 [2.9 P\W—s7T ... 9. 90.982 3, [2] τ [3.0}} (a>) Morane . (M547 1.458 7° OS Values of (A), in parentheses are estimated. * Low-compression motor, + High compression motor. THE REDUCTION OF FLIGHT TEST DATA TO STANDARD ATMOSPHERE CONDITIONS. By Lrerr.-Co.. J. D. Buytu. O.B.E.. M.t.Ae.E. The Reduction Chart accompanying this article has been prepared with the object of providing a rapid and simple method of reducing data obtained on Hight tests to conditions of standard atmosphere. As is generally known. atmospheric conditions are con- tinually varying, with the result that the observed perform- ances of the same aeroplane at the same aneroid height may differ considerably on different occasions. To enable com- parisons to be made on «a constant basis a standard atmosphere has been adopted. to the conditions of which flipht test data are reduced. There are at present two standard atmospheres; the first being that given in Chapter IX of Bairstow’s “ Applied Aerodynamics,” in which relative density and pressure are taken as unity at a height of 800 ft.: and the second one in which the relative density and pressure are taken as unity at a height of Oft.. at which altitude the temperature and pressure are 15° ©. and 20-92 ins. of mercury respectively. The second standard atmosphere has been universally adopted in America, and has superseded, to a yreat extent, the first one in this country, and is therefore the one to which this article refers. The reductions piven by the chart correspond to those given by the method of calculation described in N.A.C.A. Report No. 216, which may be des- cribed briefly. 506
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OCTOBER 27, 1927 THE AIRCRAFT ENGINEER +40 | +30 +20 [ὃ 17 1 +10 6 = ε ῳ 5 re τὸ ῦ τς 1-4 ἃ Ww) l Fs —_—_— μ- ες: ee x | | ee =) τῷ a cn | ut = τ. - ss eS {Γ᾿ O a ae ν αὐ =) ut ΓΞ oO. = oy 2 : 20 Σ { I] — 0-95 Ζ - 6 40 (ἢ iv > 1 kl ΤᾺΣ ols -50 —60 Fig. 1. In the standard atmosphere there ure definite relations - — 0-003378 ἢ hetween pressure, temperature. density. and altitude. In an atmosphere which differs from the standard, if the temperature and pressure are known, the density can be calculated and the height in standard atmosphere corresponding to this density obtained from a curve or from tables. The calculation is based on the assumption that Boyle's law applies throughout. ἰ temperature, degrees Centigrade. p — pressure in inches of mercury. o — density, mass per unit volume, Ib.-ft.-see. Then, up to the lower limit of the isothermal atmosphere O-7364 p ΝΣ (ἐ + 273) Above this altitude (35.332 ft.) Gd SUPPLEMENT TO FLIGHT . { The Reduction Chart given in Fig. 1 enables the reduction of observed data to conditions of standard atmosphere to be made without anv calculations or reference to density curves or tables. It will be seen that it has not been prepared for use for greater heights than 35,000 ft. : as even in these days of supercharged engines such altitudes are not commonly attained on flight tests. It must be understood that the chart is intended for use only in the reduction of height readings as taken from a standard altimeter. An altimeter is simply an aneroid barometer calibrated to read altitudes instead of pressure, and in the standard altimeter the height readings are those corresponding to pressures in standard atmosphere ; the height reading being, therefore, a measure of the atmospheric Τούς
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66 SUPPLEMERT TO Octoner 27, 1927 FLIG | 5. THE AIRCRAFT ENGINEER pressure. Such an instrument is not adjusted to give a zero The following table gives a series of observations from an altitude reading at the commencement of a flight. In the calibration of the older instruments an isothermal atmosphere was assumed, the temperature selected being 10°C. As such instruments are never used for the purpose of obtaining reliable test data it is not worth while discussing them at length. The chart is used in the following manner :— From the flight test report the aneroid height and corre- sponding temperature are noted. A straight edye is laid across the chart joining these values on the altitude and temperature scales, and the point at which it crosses the conversion line is marked. A straight line drawn through this point and the point A when produced will cut the altitude scale at the corresponding height in standard atmosphere. For example. if the aneroid height is 12.4) ft.. and the temperature at that height is —2° C.. the dotted lines drawn on the chart show the construction necessary to find the height in standard atmosphere, viz.. 12.800 ft. The value given by the scale on the conversion line at the point at which the lines cross it is the figure by which the indicated airspeed at the height must be multiplied to convert it to true air speed. In reducing observed performance data to conditions of standard atmosphere the corrections to observed aneroid heights are made on a density basis. as has already been explained. This necessitates the commonly made assumption that the engine power is constant for constant density. This is not strictly accurate. as the factor for reducing enzine power at ground level to power at altitude is F =>} where F is the factor. p is the relative pressure. and ἡ is a figure variously given as from 1-0 to 1-33. A commonl) used value of a is 1-05, A more accurate value of F is probably given by where F and p are as before. σ is the relative density. and ais a figure varying with the altitude. The error introduced by assuming constant power at constant density is inconsiderable. and. unless great accuracy is required, can be neglected. The method suggested for the reduction of data on climbiny tests to conditions of standard atmosphere is the first described in N.A.C.A. Report No. 216; corrections being applied to height observations only. An example will make this clear. AcTIDIUDE - FT o 2 4 6 ΒΒ © @ αὶ 6© © 2 @ ὧς Bw 32 TIME TO HEIGHT -Minures ῃ teed ΟΣ ποῦς RATE OF CLIMB - FT/ Min Fig. 2. Table 1 gives times to aneroid heights, while Table I] gives times to standard heights. From each height interval and the corresponding time interval we can find the mean rate of climb over that height interval, and by plotting the curve of time to height against altitude we can deduce the rates of climb at various altitudes, and the ceiling. imaginary flight test. TABLE I Aneroid Time to Air Indicated Air Height. Height. Temperature. Speed (level), Ft. Mins. ad (OE M.P-H. 1AM — -- ] 1-0) 1 δ) > OO) et — Gre — 4.0000) 2. -. δι — HUN) 1.6 {}..} — SMM) 4-4 - ες LOM) fies es 123 120000) sos l3-s . 14.(HW) 11:5 1-0 = LN) 14-4 2a U ΜῊ ΗΜ ἢ — Pt-l - DUNN) 34-3 ls Mh sine the chart as described, the following table is obtained. TABLE 1] Standard Time to Air speed True Air Height. Height. Multiplier. = Speed (level) It. Mins. ΜΡΉ. HM) - 1.0 18] 1.600) (et -- - ἀν al vt ἤν ΓΝ) o-4 : — 7A 4° - 9.41}} HS 1-255 142 11,400 δὲ - - 13,214) Ἰ}Ὸ = 15.200) 11:4 -- 17.300) IS-6 - 140M) 24-5 | - 20 128 It is not necessary to plot the curve of times to aneroid heights ; though this has been done in ΕἾΜ. 2 for purposes of comparison with the corrected curve. Since the climb has not started from zero altitude in standard atmosphere. but from 6(4) ἔτι, we assume that the rate of climb from 0) to HN) ft. is the same as that from HIM) ft. to 1.0K) ἔτ, To vet times from yround level we must, therefore. add 0-36 mins. to all the times yiven. This wives 600 ft. in O- 3b mins.. 1.600 ft. in O- 46 mins., S804) ft. in 2-36 mins., and so on. The curve of corrected times to heights against standard heights is drawn in Fig. 2. The slope of the tangent to this curve at the point repre- senting any height gives dH dt. the rate of climb at that height in feet per minute, A series of points so obtained is shown in Fig. 2. and a Ime drawn through them enables the rate of climb at any height to be read from the figure. The absolute ceiling is reached where this line cuts the altitude axis, and the rate of climb becomes zero, In this case the absolute ceiling 1s 23.000 ft. It will be noticed that the points do not fall exactly on the line, and in practice it may be found that they are even more scattered owing to the difficulty in keeping an aeroplane in its best climbing attitude. Any points which lie very far out from the time to height curve are probably due to errors in reading time or aneroid heimht, and should be tpnered. —— TECHNICAL LITERATURE. SUMMARIES OF AERONAUTICAL RESEARCH COMMITTEE REPORTS. SUMMARY BYTHE SECRETARY, ENGINE SUB-COMMITTEE OF A ‘‘ REPORT ON ANTI-KNOCK INVESTIGATIONS. © By A. Eserton, F.R.S., and S. F. Gates, B.Sc., M.A. RK. & M. No. 1079 (E. 24). December, 1026. (13 pages and 3 diagrams.) Price 9d. net. The first investigations described in this report are those relating to the detonation of gaseous mixtures in tubes, the vas being ignited by a high-tension spark and the progress 7504
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QerosBer 27, 1927 THE AIRCRAFT ENGINEER SverLEMENT TO FLIGHT i a ill of the flame recorded photographically on sensitised paper travelling at a speed of some 10 metres per second. Under uniform conditions. which had to be determined experi- mentally, it was found that detonation started consistently at the same position in the tube, and experiments were carried out with acetvlene-oxvgen and pentune-oxygen complete combustion mixtures to determine the effect on this position of (a4) varying the proportion of diluent pas; (b) varving the nature of the ciluent (N,. O,, A, CO, and excess fuel) ; (6) varving the initial pressure: (¢) varving the initial temperature ; and (¢) adding ~ anti-knocks.” The report sugvests the experiments show that the use of anti-knocks retards the initial processes of combustion, and that the anti-knock is acting as a nevative catalist. The report concludes with a brief description of some 10 theories that have been advanced in explanation of the action of anti-knocks. including Professor Callendar's Nuclear Drop Theory and the Pyrophoric Multiple lenition Theory. THE INFLUENCE OF THE AIRSCREW ON THE AIRCRAFT CHARACTERISTICS OF A STANDARD BRISTOL FIGHTER AEROPLANE. By W. G. Jexsincs. B.Sc. Communicated by the of Scientific Research. Yok MM. No. 18 (Ae. 262), dJannaryv. F927. Price 4e/. net. The work described in this report was undertaken to in- vestivate to what extent the aircraft characteristic curve obtained by the performance analysis described in RK. and Δ]. O85* is influenced by a change of airscrew. Tests have been carried out on a staridard Bristol Fighter aeroplane with a two-bladed airscrew and with a four-bladed airscrew similar to that used in the one-fifth scale model tests of R. ἃ M. 987.7) The method of procedure was that described in Director (4 pages and & diagrams.) R. ἃ M. (Sa. and the aircraft characteristic curves have been determined in each case. Some incidental remarks on the effect of slipstream on lift are included. The aircraft characteristic curves are practically unattected by a change of airserew. and it therefore appears that the particular application of the methods of R. and M. 985 to tests of the same aircraft with different airscerews (see Sh, ἰοῦ. cit.) involves no appreciable error due to the chaniwe of aireraft and airscrew interference. (ver the range of Vi wD dealt with in the full-scale experi- ments, the slipstream effect on lift with the four-bladed airsecrew was found to be of the same order of magnitude. but somewhat less than that obtained in the model tests. The differences, however. are probably within the limits of accuracy of the full-scale tests. The full-scale tests appear to indicate that the overall drav coctherent is net very different from the crag coetheient of the aircraft without airserew. * KR. & M. ts. ee t+ KH. A OM, UST 1 oth seale model Of the British Fighter with airserew running heli amd Lo. domes, NOL. The reduction of aireratt: pertormuiner test=— liv Measurements of lift, drag and piteliing moment on thie iy EL F LIFT AND DRAG OF THE BRISTOL FIGHTER WITH FAIREY VARIABLE CAMBER WINGS. By E. T. Jones. BeEng.: L. FE. Cayern. B.Se. ; Harris, D.Se.. and Η, M. Garxer, MA. Presented by Director of Scientific Research. R. ἃ M. No. 1085 (Ae. 264). (12 paves and 10 diagrams.) Julv. 1926. Price 9d. net. In the report of the Design Panel [ἢν & M. 900) is collected a large amount of work on the scale effect on thin wings. The present report extends this investigation to the case of variable camber. The wings (supplied by the Fairey Aviation Co.) were very similar in section to that of the standard Bristol Fighter, and the camber could be varied by an articulation of the rear portion of the wings. | Full-seale (Part 1) and model tests were carried out with four wing camber settings, namely. with the camber the same as the standard Bristol Fighter—position 1: camber decreased by an upward rotation of 5-1” of the rear portion of the wing—position 2: and camber increased by a down- Η. 1. ward rotation of δ᾽ and 15-7 —positions 3 and 4, respectively The model measurements were made on a one-tenth scale. model at wind speeds of 40. 60 and 90 ft.’sec. (Part I). Corrections for channel interference, etc.. have been applied to the model results, and the results are compared with the full-scale (Part U1). The full-scale and model lift and drag curves are in fair avreement. The full-scale and model (60 ft. sec.) values of the maximum lift coefficient are :— 0-526 and 0-588; 0-583 and 0-615; 0-637 and 0-650 for the camber settings, 1.3 and 4 respectively. The full-scale minimum drap coefficient is O-Q050 less than the model (60 ft. sec.) for camber setting No. 2. A similar difference exists at low lift coefficients for Camber setting No. |. For camber settings 3 and 4. the drag was not investigated below lift coefficients of 0-33 and 0-48 respectively. The full-scale dray coefficients at these ΠΗ͂ coefficients are about ©-006 and 0-008 below the model values, PRELIMINARY REPORT ON THE FITTING OF SLOTS AND FLAPS AND SLOT AND AILERON CONTROL TO A BRISTOL FIGHTER. By H. L. Stevess. B.A. Presented by the Director of Scientific Research. R, ἃ M. No. 1088 (Ae. 267). (3 pages and 2 diagrams.) February, 1927. Price 4d. net. The slot-and-aileron control has been fitted to several aeroplanes with satisfactory results. but previous experiments have related to wings with thin sections. The present report describes the lateral control of a Bristol Fighter aeroplane fitted with slot-and-aileron control combined with slots and flaps on the rest of the wing. which has thus been converted into a high lift section, It was found that the slot-and-aileron control was more effective when the remainder of the wings was also slotted, but in this case the slots must operate from the open condi- tion, otherwise the control is very difficult. With the main Haps down 14 deg. and the slots open. a maximum lift eoeficient of (S55 was obtained. Previous experiments on the slot-and-aileron control are reported in ἢ. ἃ M. Nos. #t8* and 1051.7 * Full-seale tests of a new sbot-and-aileran lateral control, By H. L. StS @his * second report dn full-scale experience with, the slot-and-aileron control fitted to ἃ Bristol Fighter.— H. L. Stevens. A DISTANT-READING INSTRUMENT FOR THE MEASURE- MENT OF SMALL DISPLACEMENTS. By E. F. Retr. A.R.C.Sc.. ‘and L. F. G, Srimoxs, M.A... ALRAC.Sc. R. & M. No. 1092 (Ae. 271). (4 pages and 2 diagrams.) April. 1927. Price 4d. net. This report describes an instrument suitable for measuring forces under conditions which preclude the use of an ordinary balance. The method adopted was to cause the force to be determined to deflect a very stiff spring. and to measure this deflection bv an electrical method. The measurement depends upon change in mutual inductance between two coils, mounted on an iron core in which there is an air gap. when the width of the gap is changed, The device is to be used first on a whirling arm at the National Physical Laboratory for measurements of vawing and rolling moments due to vawing on a Bristol Fighter aeroplane model. The instrument will also be suitable for measuring the forces and moments on a model spinning in a wind tunnel. TORSIONAL VIBRATION IN ENGINES. EFFECTS OF FITTING A DAMPER, A FLYWHEEL, OR A CRANK- SHAFT-DRIVEN SUPERCHARGER. By B. C. Carter, DLC. A.M.L.Mech.E. Presented by The Director of Scientific Research. R. ἃ M. No. 1053, (E. 22.) (37 pages and 20 diagrams.) February, 1926. A vibration damper is being fitted to an engine suspected of having torsional resonance in the region of its normal speed. and it is important to know what is the minimum moment of inertia needed for the damper to be effective. 750¢e
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SUPPLEMENT TO FLIGHT Ocronern 27, 1927 THE AIRCRAFT ENGINEER Other quantities to be determined are: the most suitable stiffness for the connecting shaft, the necessary shaft strength and the horse-power to be dissipated by the damper under the conditions that make this a maximum. The present investigation was initiated to throw light on the subject generally, In the mathematical working the damper is assumed to be of the Lanchester viscous-friction tvpe, but the investigation can be used in relation to the solid-fmction type. A damper of known polar moment of inertia is assumed to be driven by a shaft of known stiffness. Damping 1s assumed to occur within the engine itself. but not in the damper driving shaft or bearings. The engine is assumed to be either of single-crank type or of multi-crank type. in which the crank portion of the shaft is very stiff relative to the shafting between the airserew (or large flywheel) and the first throw. Expressions are derived for the horse-power absorbed in the damper under any set of conditions, and for the magnitude of torque variation in the damper drive. The effect of the damper is virtually to lower the speed of synchronism to an extent depending upon the moment of inertia of the damper flywheel and the value of the damper coefficient D. To produce effects of practical utility it appears that the damper fiywheel needs to have a polar moment of inertia at least equal to about one-half that of the total crank mass when the journals and cranks are relatively rigid. A second case is treated where a viscous friction damper or a fivwheel is connected electrically to the crank mass. Such a system can vibrate freely in two different ways. and there are thus two peaks to the amplitude speed curves for forced vibrations. Experiments are to be made of the direct variations in a multi-crank engine in addition to experiments on a sinyle- crank engine, so as to obtain data illustrative of the theory developed in this report. LATERAL STABILITY AT LOW SPEED. PART L.: MEASUREMENT OF ROLLING MOMENTS FOR THREE WINGS AT LOW RATES OF ROLL. PART II: PRES- SURE MEASUREMENTS ON A WING WHILST ROTAT- ING AT LOW SPEEDS. By 8. Scorr Hatt, B.Se., DLC. Edward Busk Memorial Studentship, 1925-26. Β. ἃ M. No. 1075. January. 1927. In the general report of the Stability and Control Panel upon the control of stalled aeroplanes, R. ἃ M. No. 100)" (see page 74), it is pointed out that experimental data have not been obtained for wings other than the conventional thin-wing biplane cell in general use in Britain :-— “ For other arrangements of wings or for wings of thick section, or for monoplanes, the relative magnitude of these various factors (governing the motion in stalled flight) may differ somewhat from those which have been ascertained.” Part I of the present report gives the results of tests of a thick section monoplane wing upon a continuous rotation balance at low rates of roll. The results obtained when this wing is tapered and twisted are also given. and for comparison with these two wings. corresponding results for a wing of R.A.F. 15 section and rectangular plan form are included. The results include autorotation curves for all three wings, and cover a range of air speeds from 40 to 70 ft. per second The greatest scale effect is shown for R.A.F. 30 unmodified. and the least for R.A.F. 15. The effect of tapering the twisting the R.A.F. 30 aerofoil is to shorten the range over which autorotation occurs, but also to increase the “ violence ἢ of the motion. There is an indication (from comparison with other tests) that the shape of wing tips may have an appreciable effect on their characteristics in stalled flight. Part [1 deals with the pressure plotting of the same R.A.F. 15 wing whilst rotating over the same range of speeds as on the rotation balance, for an airspeed of 40 ft. per second only. The method employs the use of a long oil-sealed (Ae. 257.) (13 paves and 45 diagrams.) Price ls. net. * The lateral control of stalled aeroplanes, by the Stability and Contro! Pane!. x OM Gieneral Report bearing between rotating and stationary parts of the pressure system. The pressure distributions for different rates of roll are given, and curves of rolling moment coefficients have been prepared for comparison with those obtained by the previous method. It is considered that the results show the method employed to be satisfactory, and it is regretted that more time was not available to extend the experiments. Higher rotational speeds might be emploved to give data on spinning. THE PRESSURES ROUND A CYLINDER ROTATING IN AN AIR CURRENT. By A. Tuom, B.Sc... Ph.D. R. ἃ M. No. 1082 (Ae. 261). November. 1926. (12 pages and diagrams.) These experiments were undertaken with the idea of obtaining information which might help to further the theory of the lift of a rotating evlinder. The pressure distribution has been determined for four sections along the length of the evlinder 8 cm. diameter spanning the 2-ft. wind channel at r V — 2, and for the centre section at r V = 0. 1. 2. 3 and 4, where V is the wind speed and vis the peripheral velocity. In some respects the results agree with what would be expected from the known lift. but the curves obtained show some Interesting features. These Reports are published by His Majesty's Stationery Office, London, and may be purchased directly from H.M. Stationery Office at the following addresses : Adastral House, Kingsway, W.C.2; 28, Abingdon Street, London, 5.W.1 ; York Street, Manchester; 1, St. Andrew's Crescent, Cardiff ; or 120, George Street, Edinburgh; or through any book- seller. MR. DRIGGS' ARTICLE ON PERFORMANCE In THe AIRCRAFT ENGINEER of September 22. 1927, a smal] section of Mr. Driggs’ article on Aircraft Performance was inadvertently left out. This occurred on page 62, in the last column. The section omitted is given herewith, and should be inserted 18 lines from the bottom of the last column, between ‘* Absolute Ceiling = 22,100 ft. (flight test)’ and the next paragraph which commences ** A large portion, «ec. Case I] :-— .. ee, ee κοῦ "93-6 Ky max. 93-6 νυ 0-00897 A, = 206 sq. feet. Actual A, = 108 sq. feet. Therefore Case I] should give the best results. ἤ Ἂ ] Ρ," + = (0-00000872 F.Vy)* + —) — -- εἶ νὰν ἱ ᾿ pfmax.K,, | ae Vu =]-] Vinin. = 1*4 \/ Set eed ; ='59- .p-h. 5 9-1] m.p-.h fa9-1\' LL, = = 0-716 K,=(5 is ) 16 5 4: ῃ-.{Μ)0 pit - — θ.01118 + 0-009] 0-1106 » 0-784 © 0-716 = 0-326: From Fig. 4, Ceiling = 22.440 fect. Ceiling = 22,100 feet (flight test). AN OMISSION In Mr. Mettam’s article on τ Handicapping by Formula,” published in Tue Arrcrarr Encixerr of July 28, 1927, the first sentence at the top of the left-hand column on p. 47 should read: ΠῚ and k;,, must vary in a manner. ἄς," Will readers wishing to have their copies correct kindly make this addition. 750f
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OcTOBER 27, 1927 J ςΞ GHB FOUR FP ROP Mrs. Grayson’s Vain Endeavours lr has not been the happy experience of some of the \tlantic entrants to fail in the struggle three times and survive. Mrs. Gravson, the American, has had this fortunate misfortune, Her machine, the “ Dawn,” a Sikorsky amphi- bian, fitted with twin Wright ὁ Whirlwintl ὁ 220 hop. engines, was dealt with technically in Friar for Oetaber 20. The trouble that has apparently caused] most of the failures has been the desire to lift too great a load of fue! Aldttude could not be gained, and over 200 gallons of petrol had to be released on two oceasions. The last attempt, on October 23, was the most promising, The machine got ADU miles out from the Maine coast, but then the port engine developed a defect and the machine lost height About 13a00 Ibs. of petrol were released, and the return theht begun almost with one engine They located) the steamer, Conhoma County, as a precaution, but then decided to reach Old) Orchard again, und were successtu! The pulat was AIr. Wilmer Stulz and navigator, Mr. B. Goldsborough, The goal was Copenhagen Japanese Airship Disaster | AIRSHIP news 15 rare in these heavier-than-air davs. Japan last its only airship. recently, when it was forced ta descend in the sea off the Ivu Peninsula (wing ta engine trouble, and subsequently burst into flames. The crew was rescued and one member was badly hurt The N.3 was recently bought from the Italians, and was sinvilar to the ὁ Norge." which miade the flaeht to the North Pole By Airship to the North Pole (FENERAL NOBILE, the famous Itahan airship designer, 15 planning a new alr expedition to the North Pole He wall use a new semi-rigid cdirigible and make several circuits of the Pole zone and sound in unknown seas lhe start will be made from Spitzbergen, Has ship will dither very little in veneral design from that which carried out the previous trip (the North Pole [t will fly the Itahan flag Canadian Pioneer Airman Disappears CoMTE JACQUES DE Lessers and his pilot and mechanu je ft (rasp, (ΟἿ οι on (ictober LS, in a seaplane, ΤΩ a pont 7> miles away, called Val Krnillant They became long overdue, and their fate has now been assumecl with the iiscoveryv of the wreckage from their seaplane on Getober 2] It appears, unfortunately, that they were all drowned Che '* THINGS ARE NOT ALWAYS WHAT THEY SEEM "’: Comte was the son of the originator of the Suez Canai, and Not a new Armstrong-Siddeley engine, but a stack an aviation pioneer in Canada of cylinders in the shops at Coventry. ΗΣ . ὃ ‘TIC ) δ. τἀ ‘tobe : : : i left Warnemiinde in a Heinkel A GERMAN ATLANTIC ATTEMPT: On October 12, the German pilot Merz ' | H.E..6-D 1220 seaplane, 830 h.p. Packard (not a Junkers, as previously reported) for America, via the Azores, and is at present held up at Lisbon. Our pictures show :—(|Top) the machine Starting on its flight; (left), wireless operator Bock and pilot Merz ; (right), filling up with 4,000 litres (882 gals.) of fuel. 75]
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Bernardi’s Belated Speed Record It 1s reported from Rome that a Macchi seaplane, one of the Schneider machines, presumably, touched 301 m.p.h. in a record attempt by Major M. de Bernardi. He flew the international course off the Lido on October 22. and averaged this speed in four attempts, two in each direction, on the 6-km. course. The famous pilot had waited in Venice since the race to make this attempt on the speed record. The Victor on View Our Schneider victor, the Supermarine-Napter 5.5, will be placed on view in the Horse Guards Parade, London, when it returns from Venice. The public will be able to inspect it about the first week in November. French Pilots’ Progress THE brilliant French airmen, Capt. Costes and Lieut. Le Brix, who recently made the nrst non-stop crossing of the Southern Atlantic, may now fly up to New York, instead of concluding the successful flight at Buenos Aires, which they reached on October 20). Khartoum-Kisumu Mishap THE D.H. " Pelican,’’ which crashed again on this air line in East Africa, as reported in Fiicnt last week, was completely wrecked, and it seems unlikely that further survey fights will be made. It 15. reported that negotiations are taking place with a company in which Sir Alan Cobham ts interested for a combined service between Bulawavo and Alexandria by the two companies. Lieut. Koppen’'s Return Tus Dutch pilot reached Calcutta from Bankok on October 21, in the course of his return flight trom Batavia and Karachi on October 24. From the latter place he arrived at Bander Abbas on October 24. French Far-East Flight Capt. CHALLE, the French pilot, reached Saigon on October 21, which completes his flight to the East from France. German Atlantic Flights THE second German machine 1).1220, which is also trying to ἣν the Atlantic, ts still waiting at Lisbon for fine [al [5] THE ROYAL AIR FORCE MEMORIAL FUND EXECUTIVE COMMITTEE A MEETING of the Executive Committee of the above Fund was held at Iddesleigh House, October 12. at which the following Members were present -—Lord Hugh Cecil (Chair- man), Dame Helen Gwynne-Vaughan, Mrs. B. H. Rarrington- Kennett, Mrs. L. M. KK. Fratt-Barlow, Sir Charles McLeod, Bart., Air Marshal Sir John Salmond, Air Vice-Marshal Sir Philip Game, Air Vice-Marshal Sir H. R. M. Brooke-Pophan, Air Commodore F.C. Halahan, Air Commodore E. R. Ludlow- Hewitt, Lieut.-Comdr. H. E. Perrin. The usual list of donations and subscriptions which had been received since the last meeting, held on June 15 last, was laid on the table, and the attention of the Committee was drawn to the notable donation, viz., a sum of Rs. 8,118, which had been received from Air Vice-Marshal Sir Geoftrey Salmond, K.C.B., Air Officer Commanding, Royal Air Force in India, and which was the balance of proceeds of an air display given at Delhi in February last by units of the Royal Air Force in India, and which donation realised the sum, in English money. of 4604 135. 2d., and the Chairman was requested by the Committee to write a special note of thanks to Sir Geoffrey Salmond to thank him and those associated with him for this very handsome donation to the fund. The amounts of grants for the period of four months since June 15 amounted to [2,659 6s. 6d. Through the kindness of an officer now serving in the Roval Air Force, the Committee have been able to make a profit of nearly {20 on the sale of a book of R.A.F. Songs and Verses, several hundreds of copies of which have been sold in the Air Force and to the public. With regard to the commemoration of Armistice Day, the Committee, as usual, authorised the purchase of a wreath, to be placed at the foot of the R.A.F. War Memorial on the Victoria Embankment on Armistice Day, which falls this year on Friday, November 11, and they sanctioned, at the Same time, the provision of a wreath to be laid at the foot of the ΚΑ Τ΄. Bay of the Scottish National War Memorial on Edinburgh Rock, which was unveiled by Η ΝΗ. the Prince of Wales on July 14. The next meeting of the Executive Committee will take place at the offices of the Fund on December 14 next, at 3 o'clock. | OctoBer 27, 1927 weather to reach the Azores. It started at dawn on October 21 from the Tagus but was forced to return 15 mins. later owing to a defect in an ot! pipe. Incidentally, this machine is a Heinkel seaplane and not a Junkers. Its companion machine, the 10.1280, which has already spanned the sea to the Azores with the Austrian actress, Fraulein Lille Dillenz, on board, 1s still held up there through bad weather. It has now to face the hazardous journey to Newfoundland. Great Flying-Boat Cruise THe four R.A.F. “ Southampton" flying-boats are making the expected successful progress. After leaving Cattewater, Plymouth, under the command of Group-Captain H. M. Cave-Brown-Cave,on October 17, thev reached Hourtin, the seaplane station near Bordeaux, the same day, having had afine flight. The next stage was Marseilles, which was reached on October 19, the flight taking about four hours. On October 21 the boats left Marseilles and arrived at the Roval Italian seaplane base in the Island of Nisida, near Naples, in the afternoon. The weather had been splendid and the engines behaved pertectly. The crews were assisted by the French and Italian authorities, and welcomed to the base by the British Consul, General, Mr. Huckin, Wing-Commander Fletcher, and the Italian officers. Thev staved here until October 235 and then went on to Brindisi, so that now thev are in the very South of Italy. No attempt 1s being made to carry out the flight in “ record " time, a few days stay betng made at various places Dr. Langley's Assistant Dead Mr. C. M. Max iy died at Wew Grardens, Long Ishind, on October 17. He was an aviation pioneer and an assistant to Dr. 5. Langlev, for whom he made test thehts in 190d, During the war he was a consulting engineer to the aviation section of the British War OMtce, He was 51 vears of age The ** Los Angeles δ to Fly to Ottawa Tue U.S. airship δ Los Angeles” will fly trom Lakehurst Aerodrome, New Jersey, on October 29, with Sir Philip Sassoon, who is now visiting America, on board. The thight will take from S acm. to 3 or4 pm. A party of British and American airmen will also be.on the airship [5] [al THE {INTERNATIONAL LEAGUE OF AVIATORS r PROGRESSES THE International t.eague of Aviators, of which Mr. Clitford 1" Harmon os president, is making stead aml its membership, embracing all parts of the world, is imereasing day by day. Many fanious pilots, such as Sir Alan Cobham, Col. Lindbergh, Pelletier d'Qnsv, Kene Fonck, Costes, and Le Brix— who recently made the successful South Atlantic crossing—etc., are members of the Leacue A recent reerutt is Col. W_ A. Bishop, V.C., the Canadian Ace, while Miss Ruth Elder and Capt. ὦ. Haldeman, whose recent Atlantic attempt terminated so dramatically, will be enrolled on their arrival in Paris, Considerable progress is also being made with the League in South America, where a section, with Sen. Teodoro Kuz as vice-president, is being formed comprising 11 South American States and Mexico. Central America already has rts own froup, comprising six States. It 15 expected that nearly 2.000 members will be enrolled during the next few months for the South American section. The respective Governments not only have given complete approval to the work of the League, but in most cases their presidents have agreed to lend their personal support as hon. presidents of the League. That the International League of Aviators, with its sections in 20 countries, 15 to be an important factor in the active development of aviation 1s shown by a decision just taken to organise an air news service, which will co-ordinate and disseminate aviation information of a reliable character. The I.L.A. will collaborate in this with the established aero clubs of the various countries, manufacturers, member- pilots and the Guggenheim organisation, which is about to spend several milhon dollars along somewhat similar lines. Newspapers and writers, as well as others interested, should find the new service of value. Questions pertaming to aviation will be answered as promptly and as accurately as possible, and should be addressed to the central office of the International League of Aviators and the “ Vieilles Tiges — at the Clos Normand, Bois de Boulogne, Paris. Under the joint direction of Mr. Clifford B. Harmon and M. Leon Bathiat, presidents of the two organisations, an important start has already been made in the collection of aviation data, with photographs and documents covering the principal events in air progress over a long period of years, Prose 752
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OCTOBER 27, 1927 DEATH OF COLONEL VINCENT LS.0., Ir is with very sincere regret that we have to record this week the death, on October 20, of Lieut.-Col. Vincent Nich ll, D.5.0., DS.C., from pneumonia following an operation. As our readers will probably know, Col. Nicholl was a director of the Fairey Aviation Company, where his great administrative qualities, coupled with a strong personality and a great charm of manner, won him both respect and affection. His passing 15 a serious loss to aviation, difficult at the moment to estimate at its full It will probably be a surprise ty) many to learn that Vincent Sicholl’s first connection with aviation was when as one ὮΙ a party of four Cambridge undergraduates he shared in the design, construction and flving of a glider at Eastchurch in 1913. The party camped in a shed on the aerodrome. spent all their time in the construction and operation of their machine, and contributed not a little te the general cheer- fulness of Eastchurch in those pre-war days. On the day war broke out they joined up three of them (Vincent NIC holl, M. E. A. Wrierht and Ι. Dawson) took their Hving tickets at Eastbourns m the same day and Nicholl was launched on a Service cCareet that Wis To earn him the U.S.0O.. the Dy St and the Lieut.-Col,. by the age of 25 the youngest man in the Atr Force to hold this rank. Hi returned τὸ East Church as ἃ $Flicht-Sub Lieutenant and, following appantments at Calshot Whitley Hay » Csreat ἢ armouth ~ en Bloc.” and rank of n= Gosport and he went te Where he quickly became prominent He was first at Yarmouth Station under Wing Commander de Cour Γι Ireland. and subse- quently under Wing Com- Mander | K. Samsean in 1.1 and later was himself In command rere he spent nearly thre ΓΤ and clis- tinguished himself alike by his Ux Plots Aas aA pilot and hs qualities as a Command- Wig { ΠῚ bane his anc i OUTAGE tenacity 1 αἰ τας Καὶ a Was awarded LYlb He Higiit ls endurance Zeppelin γι the 1). 5.(ν in Was voted aS a plonee! ΠΤ, and fo on long sea patrols on both fiving beats and land ma lhe exploits of the Var th boat patrol are well known in the annals of the R.N.A.S., and the name of Vincent ἀπο το withit. One remarkable in- “will be well remembered by those now Group Captain) Robert the North Sea to Nicholl will abwavs be « nt in which he figurs Sichall and Mayor had landed in an ‘' F'" boat out in the crew of a wrecked D.H.4. and with the additional weight on board the machine refused to rise again. It should be mentioned that earlier in the dav they had been shelled by a German cruiser and one wing tip float was holed. \fter some hours taxving their fuel gave out, and with seven people on board the damaged boat drifted for three davs and nights through a mine field. Phe crew had no food and drank the radiator water, Men were placed on one wing Lip) Lis keep the damaged float clear ot the water and the hull had to be continuously bailed. The first searchfleet sent out hauled to find them and returned. They had one carrier pigeon left on board, but were so far mcemed Lex lee ΓΕ ue! The late Lieut.-Col. Vincent Nicholl, D.S.O., D.S.C. HT LI NICHOLL, D.S.C, from the base and otitside the pigeon's normal range that it was considered practically useless to release it. Nevertheless a message was written giving the position and attached to the pigeon. On release it first refused to leave, and after circling round returned and perched on the machine. Finally it was induced to go. That pigeon never reached Lowestoft but fell dead in a coastguard station. Had it fallen elsewhere the chances against 1t being recognised for what 1t was and its message reaching the proper quarters would have been negligible, On the information given by the pigeon, another search was sent out, and finally found them within a few hours of sinking. Nicholl was subsequently awarded the D.5.O. tor this exploit. The rescuing cruiser arrived back at 3 a.m, It is characteristic of Vincent Nicholl that that same morning he set out on another boat patrol, as if nothing had happened. Leaving Yarmouth with the Distinguished Service Order and the Distinruished Service Cross to mark his success in that Command, he was for a time in command at Lincoln, and later in Bel- ovum, In 1919 he vice, retiring with the rank of Lieut.-Colonel, and was elected to the board of The left the Ser- Fairey Aviation Company, where he joined his old associates of Eastchurch. His work at frst was mostly test fiving, but his ability as an administrator soon resulted in his activi- ties being transferred to other fields, although he continued flying for his own amusement, He soon be- came Deputy Managing Director, and shouldered a large and increasing share of the responsibilities οἱ administration of that com- pany. His health had failed ior the past two vears, and folowing an operation, as already stated, he died of pneumonia in a London nursing home on Thursday, October 20. . Vincent Nicholl combined a verv strong personality With a great charm of manner that endeared him very greatly to his.many iriends and acquaintances— enemies he had none. A man of high ideals, his outstanding characteristic was that of cool fearlessness, No situation ever ruffled lim, and no setback diminished his cheerful optimism. His wonderful enthusiasm gave to every enterprise a touch of high adventure. Following his bnlliant war record, he elected to leave the Roval Air Force, although he had earned a position that promised a great future in that service, and nevertheless his success in civil hte was equally striking. Although his short life was crowded with achievement, none who knew him doubted but that he was only at the outset of his career. His broad view and capacity to appraise ἃ situation, coupled with his gift for decisive action, were his greatest assets, and he had ambitions in proportion to his ability. \part from his business capacity, it was his great personal qualities that so inspired the affection of his friends. Huis courage in the face of failing health was a high example, and from first to last of his paintul illness, no one heard him utter a word of complaint. In the memories of those who knew him well, Vincent Nicholl will never die. ewer 193
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OctTorER 27, 1927 SAFETY DEVICES FOR AIRCRAFT THe general impression with which one is left after attending the reading of the paper entitled “ Safety Devices for Air- ταῖν," by Mr. M. L. Bramson, before “‘ The Royal Aeronau- tical Society, with which is incorporated the Institution of Acronautical Engineers,” on October 20, is that the new Handley Page automatic wing tip slot is regarded as prom- ising to cure, or at least greatly to lessen, the dangers aris- ing from, the stalling of aircraft, but that some form of stall indicator, such as the Savage-Bramson anti-stall gear, will still be an advantage. In the introduction to his paper Mr. Bramson pointed out that there are two distinct methods of minimising or elt- minating the risks of fiving: either by inventing a new kind of flying machine altogether, or by tackling the different kinds of danger one by one. He confined himself entirely to a discussion of the latter method. Before proceeding to outline the various safety devices in use On or suggested for aircraft, the lecturer briefly analysed the dangers of fiving, pointing out that fortunately the number of civil accidents in this country was so small, and the number of hours likewise, but unfortunately, so small that the data hardly amounted to statistics. Mr. Bramson complained that statistics relating to service accidents are not available to the public, and said : "Τὸ cannot be said too strongly that knowledge so valuable and so dearly bought with the lives and treasure of the community belongs of mght to the com- munity as a whole, and not to a department of the Air Ministry. It is not suggested that that department 15 not making most intelligent use of that knowledge, hut there are active, inguiring and constructive minds outside the ἵν Minisiry (the italics are ours—Ep.) who should be assisted in their efforts to reduce or eliminate the outstanding weaknesses of aeroplanes by having all available facts put before them.” Using as a basis certain French statistics, Mr. Bramson stated that errors of judgment were responsible for 34 per cent., engine failures for 22 per cent., defects in aircraft for 11 per cent., weather for 5 per cent., and unknown causes for the remaining 8 per cent. of accidents. Of the accidents due to “ errors of judgment " a large per- centage were usually associated with unintentional stalling. To avoid the risks arising out of stalling under these condi- tions, devices had been developed (a) to make stalling impos- sible; (b) to improve control near the stall; (c) to make involuntary stalling impossible while retaining the facility for stalling deliberately ; (d) to dissociate loss of control, nose-diving and spinning from the stall, and so render it relatively harmless. Of these, the lecturer thought un- doubtedly the last-mentioned was the best, but also the most dificult solution. (a) The Rohrbach Device This took the form of a horizontal vane stably suspended in the airstream at the tail, and used to control the gear ratio between the control column and the elevator in such a manner that the tailplane movement produced by a given movement of the contro! column diminished as the meidence increased. A defect of this system was that when flying slowly near stalling angle, the pilot had least control when he re- quired most. (Ὁ) The de Havilland Differential Aileron Control This device obtained lateral control by a decrease of lift on the appropriate side. Whilst considerably reducing the tendency to lose controls at angles just below the stall, the device could in no sense be regarded as a remedy for the stalling danger. (c) The Savage-Bramson Anti-Stall Gear This device, of which the lecturer is the inventor, consisted of two parts, an unstably-mounted vane and a warning unit. When the machine approached to some predetermined angular distance from stalling, say 14 degrees, the vane automatically changed position, thereby bringing into action the warning unit, which in turn exerted a forward push on the control column. According to adjustment, this push could be varied from about 7 Ib. to 20 |lb., according to the type of machine. (d) The Handley Page Slot Concerning this, the lecturer said he had to be somewhat superficial in his reference, as the new automatic slot was not yet ready for “ general release.’’ He expressed the view that this latest application of the Handley Page slot would prove to be one of the most important aerodynamic advances achieved during the last few years. The rest of the lecture was devoted to a brief review of the following subjects: engine failure; structural failure : collision; weather; the Reid turn indicator; weather “ener , Wireless direction finding ; and stalling as a weather risk. THE DISCUSSION The- Chairman, Col. the Master of Sempill, in opening the diseussion, said Mr. Bramson had given them plenty of scope, and called upon Ur, Robinson to open the discussion., Dr, Robinson said one thing about the paper had struck him as very erattiving, and that was the way in which the advantages of making all these safety devices automatic in action. On the subject with which he personally was mast familiar, there could be no doubt that direction finding witeless was a great safety device, and he thought that, if the tramsitlantic ters on many of the recent flights had carried DJF. they would not have been lost. Mr, Τὸ Handley Page referred toothe Sehiluvsky-Cook turn indicator, in which he was rather interested, This instrument had, he thought, the great advantage that it was electrically driven, Thus its sensitivity did not depend upon the forward speed of the machine, but was coustant at what- ever speed the aeroplane Was travelling, The gvrw was gravity controlled, and there was practically me friction, as knife edges were used. Moreover, the gvroe ran ata-verv low speed, something like L120 σι. Tnstead «af astties Of boloured hghts, which dvd not ight upountil the machine Commenced to turn, there were, in the Schilovskw-Cook instrument, two coloured glass panels, one red and green and the other green and red. So long as the machine was travelliig straight, the pilot saw the dark glass, but on a turn to oue side or other the lights showed red or green, according to which way the machine was turning, On the subject of the anti-stall gear, with all due respect to the lecturer, he thought that if one provided full control bevond the stall, then there was no need for devices. At present, the trouble wos thut the pilot had to remember two sets of: control rules. The things which he had to do tm normal flight became things which he must not do after the stall, The result was that the pilut made mistakes. Major Stewart thought the lecturer should have mentioned oti thine in his paper, ἔνε. the question of proximity to the ground, which was what was really uopertant. On the subject of anti-stall gears, it should be renietibered that.a machine went through stalling twice in every normal flight, when takimy off and in making a three-point landing. There was a danger there wher the auti-stall gear was fitted. As regards the wee of periscopes, these were very unsatisfactory, giving a very limited field of vision, and, in the case of the Ivpe wsing a ground glass screen, there was alwavs the risk of tetlections entirely blotting out the image. Col. Lindbergh had to use a) peristope, because he was entirely shut in. As tegards the problem of tog lanctings he thought the susgestion of Professor Lindeman, made some vears ago, of ie two balloons at different heights, was worth investigatiuce more ΗΝ Air Vite-Marshal Sir Sefton Brancker, Director of Civil Aviation, expressed satistaction with the lecturer's reference to the absence of accidents statistics on Imperial Airways. <A verv large percentage of crashes were undoubtedly due to stalling, Ἂς regards the Handley Page slot, when it was used for its origina! purpose of increasng lift over the whole wing, it was rather com- plicated and heavy for the advantages it gave, but iu the new Handley Page automatic wing tip control slot, he thought they had really got something good, There was no extra complication for the pilot, the weight was neglig- ible, and the cost equaliy so, except possibly for royalties which, presumbaly, Mr. Handley Page would demand. It was good that thev had bv this means been able to eliminate the spinning nose dive, but for fehting aeroplanes, be thought it might be dungerous if the machine could not be made to spin during an air fight. The wext danger to be tackled was that of collision, which would become more and more serious as the number of machines increased. ‘On the subject of ΤῸ landing, the use of balloons had been turned down because with a ground fog and bad visibility above the fog, a condition frequently occurring, the balloons could not be seen, and constituted a danger, The leader cable was not vet regarded as being sufficiently far advanred to justifv its use at Croydon. As regards the oval shape. he agreed with the lecturer that this added complication, as far as the pilot was conceried, but he was told by the experts that a closed ciroult was necessary, and what they had to du was to make the oval very long, so that the curve was a very gentle one. He thought Dr, Kobinson had been much too reticent on the subject of his own work, He was progressing very well with the wireless revolving beacon, Mr. C, ὦ. Grey said it was rather amusing to see how at last the aero- nautical community was waking up to the importance of the slot. He per- sonally, regarded the slot as curing anyway 90 per cent of their troubles. Hitherto the difficulty had been mainly one of weight, but in the latest type of automatic slot that had been overcome, and the automatic slut gave an titterly simple solution of the problem. He rather sympathised with the lecturer, because if Handley Pape had net arrived, Mr. Bramson would probably have stood to make quite a good deal of money on his anti-stall gear. On the subject of spinning, he rather thought that a machine fitted with the new automatic slots could be spun; one merely flew into the spin instead of stalling into it. As regards the arrival of Mr Handley Page, they were, of course very glad he had ‘ arrived,’ slot or no slot, (Laughter.) Squadron-Leader Keid said the trouble with the Reid turn indicator was that when he designed the apparatus, he first went to the pilots for their opinions. What he should have done was to have gone to the technicians ! As regards sensitivity, this was adjustable as it had been found that different pilots and different machines required different sensitivity. 11 might interest them to know that the Reid turn indicator had becn in use on Imperial Air- ways machines since 1922, The latest model turned out by Vickers was really excellent. Instead of a number of different devices, it would be an advantage if one apparatus could be madtr to do everything, The Keid turn indicator seemed capable of being so used. He thought that compleie automatic control would come in about five years. aa The Chairman, Col. the Master of Sempill, said he would like to express his cordial agreement with the lecturer on the subject of keeping accidents investigations secret, Mr. Grey had mentioned the time taken before appre- ciating the slot. The same μέ [ὃς ἢ to the anti-stall gear, which was produced in 1925 but had only recently been tested outin service. Evenifthe Handler Page automatic slot was found to be the solution of the problem, he did think the Savage-Bramson anti-stall gear should at least have been adopted as a temporary expedient if nothing more. As regards the use of the turn indicator, he was surprised, on discussing with an individual ig pa ¢ con- eemed in a recent British long-distance attempt, to find that no turn indicator 754
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OcToBER 27, 1927 was fitted, and to hear the view expressed that it was difficult to see the need for one ! Mr. Bramson, in replying to the discussion, said that although he held no brief for either of the two turn indicators mentioned, and had never flown with cither of them, he imagined that be would prefer the instrument which gave the continuous indication. On the subject of control after stalling, it should not be forgotten that when this happened at alow altitude, the only time when a stall was dangerous, the machine was sinking at a rapid rate. Even if the machine was under perfect control in the stalled state, a reversal of the elevator control was still necessary to bring it out of the stall, He had given a good deal of thought to the question as to whether it was ever desirable to fy stalled, and had been unable to imagine any condi- tions wider which this was desirable. Perhaps contributors to the dis- cussion in writing would say something about that. Returning to the sub- ject of sinking rapidly, in other words losiug height rapidly, when near the ground, be thought the pilot should still be given warning that he was doing this, even if his machine was under control, and thus the anti-stall gear was still an advantage. As it happened, part of the Handley Page auto- matic slot action depended on incidence, as does the Savage-Bramson anti- stall gear, and thus could be made to serve as a stall indicator. THE ROYAL London Gazette, October 18, 1927, General Duties Lranch The follg. are granted short service comms, as Pilot Offeers on probation, with effect from and with seniority of Oct, 3:—M. H. Clare, A. G. Lester. The follg. Pilot Otfcers are promoted to rank of Flying Officer:—E, B. Steedman (July 12); R. A. Barnett, 1. J. Fitch, R. J. Legg, A. A. Leslie, N. McLeod, R. R. Nash, N. C. Pleasance, E, F. Wain (Sept, 13), Flying Officer J. W. Stokes is transferred to Stores Branch on probation (Oct. 15}; Flight-Lt. E. D, H, Daviesis placed on half-pay list, Scale B. (March 25 and 26), The follg. officers are transferred to Keserve :—Fluieht-Lt. G. E. Newton, Class A. (Oct. 18); Flying Ofhcer G. 5. Smith, M.B.E., Class C. (Qet. 18). Pilot Officer J. G. Foreman relinquishes his short service commn. on transfer to Royal Australian Air Force Reserve (Oct. 10); Flying Officer C. V. Williams resigns his short service commission (Oct. 19). Accountant Branch The follg. Flving Officers are transferred to Réserve, Class C (Oct. 22) :— C. W, Cackett, C. P. Puckridge. Medical Branch Flying Utheer Bb. L. Edwards, M.., 1s granted a permanent commn. in this Tank (Oct. 19): Flving (Cithiecer H. Penman, M.BE., is promoted to Tank of Flight-Lt. (Oct. δ], Mr. Bramson thought that in the future a combination of equipment might be used for fog landing. First the pilot would fly towards his aero- drome, guided by D.F.wireless. He would then pick up the signals from the leader cable and approach close to the aerodrome, For the last bit, the actual landing, it was conceivable that an acoustic listening post might be estab- lished on the aerodrome, which would judge when the machine was close enough, and would then, by wireless telephony, tell the pilot to land. Major Stewart had referred to an aeroplane passing through the stalled state in taking off and in making a three-point landing. If a pilot wished to take off stalled, such as in the case of boggy ground, there was no reason why he should not do so. The stall indicator could be cut out, but even if it were uot, the pilot could overcome the pull en the stick, Again, in making a three-point landing, the pull on the stick would indicate to the pilot when it was safe to pull back without making the machine “ balloon.” . On the subject of the Handley Page automatic slot doing away with the necessity for a stall indicator, he did not think that was a matter of any importance to anyone except perhaps himself and Mr. Handley Page. What did matter was that they appeared at last to be getting on towards safety from these appalling troubles, RESERVE OF AIR FORCE OFFICERS General Duties Branch Flving Officer W. E. L. Courtney is transferred from Class A to Class © (April 20). The commns. of the follg. Pilot Officers on probation are terminated, on cessation of duty :— ΗΝ Crass A.A.—G. B. Faltonar (Sept. 28): Β. P. W. Twist (Sept. 28). Spertal Reserve W. Hislop (Qct. 18). Stores Branch Flight-Lt. H. 5. Alger relinquishes his commn. on completion of service, and is permitted to retain his rank (Sept. 12); Flying Officer Ε, G, Steer relinquishes his commn, on completion of service (Oct. 11), AUXILIARY AIR FORCE (reneral Duties Branch The follg. to be Pilot Officer :—No. 603 City of Entnsurca (ΒΟΜΒΙΝΟ) Souapron.—J. H. Flynn (July 25). ROYAL AIR FORCE INTELLIGENCE Appointments,—The following appointments in the R.A.F. are notified :— (renerat Duties Branch Growp Captain C, E. H. Rathborne, D.S.0., to Wessex Bombing Area H.Q,, Andover, pending posting to R.A.F. Station, Upper Heyford, 11.10.27, Wing Com ΕΝ, J. Gill, ΟΕ, M.C,, to R.A.F, Depot, Uxbridge, 14.10.27. Squadron Leader C. W. E. Foster to R.A.F. Depot. Uxbridge, 3.9.27. Flight Liewutenanis: A. D. H. Foster to R.A.F. Base, Calshot, 2.10.27. W. K. Mercer to No. 4 Sqdn., S. Farnborough, 17.10.27. E. H. Richardson to Air Ministry (Signals Branch), 19.10.27. W. Sanderson, ΕΓ, to ΚΑ. Training Base, Leuchars, 3.10.27. 5. F. Vincent, A.I.C., to R.A.F. Depot, Uxbridge, 2.10.27. A. 5. Ellerton, O.H.E., to Central Flying Sch., Wittering, 10.10.27. W. Elliot, D.F.C. to R.A.F. Depot, Uxbridge, 14.10.27. A. G. Thackray to ΝΡ, Depot, Uxbridge, 9.9.27. . Fiving Officers: W. A. Shorten to Aircraft Depot, India, 13.9.27. G.H. Smith to No. 25 Sqdn., Hawkinge, 3.10.27. 1. 5, Georgeson to No, 503. Sqdn., Waddington, 3.10.27. L..Dalton-Morms to No. 15 Sqdn,, Martlesham Heath, 3.10.27. M, Brunton to No, 32 Sqdn., Kenley, 19.9.27. T. H, Carr to No. 22 Sqdn., Martlesham Heath, 28.85.27, V. F. Whatling, D.5.M., to H,Q. Coastal Area, 3.10.27. W. Dickison, D.5S.M., to R.A.F. Base, Malta, 1.10.27,, R. C. Wansbrough to R.A.F. Station, Kenley, 5.10.27. H. R. F. Baxter to Central Flying Sch., Wittering, 31.10.27. H.C, ἃ. Dauncey to No, 22 Sqdn., Martlesham Heath, 12.10.27, Τὶ C, Penna to Armament and Gunnery 5Sch., Eastchurch, 17.10.27. C. Guppy to R.A.F. Depot, Uxbridge, 12.10.27. L. E. Maynard to R.A.F. Depot, Uxbridge, 23.8.27,_ Pilot Officers: J. E. A. Binnie to Record Office, Ruislip, 10.10.27, Ἢ, Ἱ]. Walker to No, 503 Sqdn., Waddington, 4.10.27, Μ. Grifiiths to No, 13 Sqdn., Andover, 24.9.27, C.K. Turner-Hughes to No. 56 Sqdn., Biggin Hill, 24.9.27, M. H. Clare and A. ὦ. Lester to No. 5 Flying Training Sch., Sealand, on appointment to Short Service Commins, 3.10.27. D. Καὶ, Hewison to No, 14 Sqdn., Palestine, 21.9.27, A. Ὁ. Moore to No. 14 Sqdn,, Palestine, 20,927, 7 © G. H. G. 5. Jenkins to No. 207 Sqdn., Eastchurch, 4.10.27. H, H, Martin to No. 13 Sqdn., Andover, 6.10.27. A. R, Sarel to Sch, of Naval Co-operation, Lee-on-Solent, 10.10.27. H. B. Maughan to K.A.F. Depot, Uxbridge, 20.907. Stores Branch 7 . Squadron Leader A. J. Briddon to No. 10 Group, H.Q., Lee-on-Solent, 34. 5.27. Flight Lieutenant W, G, MacD. Nicholl τὸ H.Q., Cranwell, 10.10.27. Flying Officers: Ὁ. W. H. Moller to Storage Unit, Hawkinge, instead of to R, A. Εἰ Station, Tangmere (Storage Unit),as previously notified, 3.10.27. F. C, Griffin to Aeroplane and Armament Experimental Estabt., Martlesham Heath, 10.10.27. Pilot Officer H. Μ. 8, Dawes to Night Flying Flight, Biggin Hill, 11.10.27. Accountant Branch ἘΡΎΩΝ Squadron Leader R. Whyte to Station Accounts Office, Hinaidi, 26.9.27. Flight Lieutenant J. Ὁ. Brice to Station Accounts Office, Hinaidi, 26.9.27, Flying Officers :8W. 1. Heneghan and Ὁ, J. Sherlock to Station Accounts Office, Himaidi, 36.3.27. . Pilot Officer R, 5. Sweet to R.A.F.M.T, Depot, Shrewsbury, 29.5.27.. Medical Branch - Wing Commander A. 5. Glynn, M.B., to H.Q., Egypt, 27.5.27. ᾿ Flyme Officer G. W. McAleer, M.B., to No. 1 Flying Training Sch., Nether- avon, 1.10.27, Legal Branch tata Squadron Leader E. St. Ὁ. Harnett, O.B.E., to H.Q., Egypt, 16.9.27. NAVAL APPOINTMENT Tue following appointment was made by the Admiralty on October 15 :— ; Commander W. ὦ. Benn, to President, for special service outside Admiralty (Nov. 5), and lent to Air Ministry (Nov. 12]. © φΦ ACCIDENT TO THE FOCKE-WULF “ENTE” In our issue of October 6, we briefly recorded the fact that during a test flight with the Focke-Wulf “ Ente " (described and illustrated in Fricgut on September 29, 1927), one of the directors of the firm, Herr Wulf, who was piloting the machine, crashed with fatal consequences. We have now received from the Focke-Wulf firm further particulars of the circum- stances of the crash. After official examination of the wreckage, it can be stated that the accident was neither due to a constructional defect, nor to weather conditions. What has been established with certainty is that Herr Wulf intended to make a straight flight with one engine stopped, a manceuvre which he had previously carried out several times successfully. On this occasion, it appears that Herr Wulf, as previously, tilted the front plane laterally, to counteract the turning moment of the wing engine, and for some 15-20 secs. all went well. Then, for some reason which has not been explained, some disturbance in the balance between the outboard thrust of the engine and the lateral component of the lift of the tilted front plane took place. The machine went into a turn which became more and more rapid, and was accompanied by a dive. The pilot brought the front plane to its central position, and actually succeeded in converting the turn into a straight, steep glide. By this time, however, the machine had insuffi- cient altitude, and hit the ground. Had the pilot been only a few feet higher at the start (the turn commenced at a height of but 80 m. (265 ft.)), there is every reason to believe that he would have been able to avoid the crash. . As it was, it appears to have been sheer hard luck which led to the pilot sustaining fatal injuries. The machine did not telescope, and the fuselage merely broke in two. Front plane, main plane, engines and control surfaces suffered relatively small damage. . It is pointed out that, as the laterally-tilting front plane 15 not a fundamental feature of the ‘‘ tail-first ’’ machine, but was incorporated to give extra directional control for use when one engine stopped, the accident is not really directly attributable to the “ tail-first '’ principle in general. We gather that it is intended to continue the experiments in spite of the temporary set-back sustained by the accident. 755
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CORRESPONDENCE WING RADIATORS [2161] Looking at some old photographs taken about 17 years ago, it is very interesting to see how a practice then in existence, which apparently for vears has been discarded, is now returned to by some of our best designers, particularly on high-speed machines, The feature I am speaking of is having a flat surface radiator underneath the centre section of the wings ofthe ‘' Valkvrie " monoplane. This is very much like the practice of the surface streamline radiators now fitted to some of our fastest machines. I believe the radiators were built for Mr. Barber by Lamplughs. It shows that we, as pioneers in those days, had a few ideas, but looking at the machine on which I took my ticket now it is inclined to give one a night-mare. It would be interesting to know what other surface radiators of that type were fitted. I think Mr. Barber would certainly have the claim of being first in the field. October 21, 1927. f C, F. ΔΓ. CHAMBERS THE GUGGENHEIM COMPETITION [2162.] I have read with much interest vour editorial comments of June 16, and the views of various eminent engineers In your issues of June 23 and July 28 on the Safe Aircraft Competition. Our technical advisers are preparing a note on the under- lying technical problems of this competition, which will, no doubt, be of interest to your correspondents, but pending publication of this note, I should like to have the privilege of answering certain points that have been raised in regard to the actual conduct of the tests involved. Major F. A. Bumpus speaks of ‘the extreme difficulty of obtaining a really fair comparison of merit as regards stick and unstick tests due to inevitable variation of wind.”’ This dificulty has been fully foreseen by our technical advisers. If absolutely calm air is not obtainable tests of this character will be repeated under different wind conditions and curves of distances plotted against wind speed. Preliminary tests on a service plane and comparison with formule indicate that such a method will eliminate any possibility of unfairness. In regard to tests of manceuvrability on the ground, Major Bumpus is quite correct in thinking that with a variable aerofoil machine, the wings would be set as for a slow-speed Major Bumpus further questions the advisability of all tests being carried out by the Fund's pilots and not by the entrant's pilot. In this regard I would like to quote Section 5 of Appendix 5. “ All tests in the Competition will be carried out by pilots supplied by the Fund but contestants shall be given reasonable opportunities for instructing the Fund's pilot in the flying of their aircraft prior to the commencement of the tests."" We must not forget that the object of the Competition is to ensure a plane which shall have desirable characteristics that can be developed by any pilot of average skill, Also if the Fund’s pilots, observers and technical advi- sors are apparently at fault in any portion of the tests, contes- tants will have the right to appeal to the judges. New York, October 14, 1927. HARRY F,. GUGGENHEIM ἘΞ Ἀξ ἨΣ ἘΣ Mobiloil ‘‘ Not Guilty "' Ix connection with the account of the Zurich Meeting, published in Fiicut of September 1, 1927, and in which appeared a statement to the effect that the German pilot Herr Lusser had had trouble with the Mobiloil in his Mercedes engine, we have received from the Vacuum Oil Co., Ltd., a communication pointing out that this was incorrect. That firm has received from Herr Lusser, of the Leichtflugzeugbau Klemm of Sindelfingen, a letter, the translation of which reads as follows :—" Herewith I am glad to state that a notice in FLIGHT of September 1, 1927 is based on an error. On the occasion of the ‘ International Flying Meeting in Zurich ' I was not using Gargoyle Mobiloil. Therefore the lubrication trouble encountered cannot be traced to your oil. Kespect- fully Yours. (Signed) Robert Lusser.” We are thus very glad to be able to correct any erroneous impression that mav inadvertently have been created, Sqdn.-Ldr. Reid Forming a Company _ WE are informed that Squadron-Leader G. Reid is form- ing 4 company to market his various patents, including the very Successful Pilot Testing Device. Mr. Fred. Sigrist of the H. G. Hawker Engineering Co., Ltd., is actively interested in the venture, and his practical experience and business acumen will be of great assistance. OctTosBER 27, 1927 “THE ROYAL AERONAUTICAL SOCIETY" WITH WHICH IS INCORPORATED ** THE INSTITUTION OF AERONAUTICAL ENGINEERS” Oficial Notice. Silver Medal.—The inaugural meeting of the Council of the amalgamated, body was signalised by the award of the Society's Silver Medal to Mr, R. J. Mitchell, A.F.R.Ae.S., Capt. ἃ. S, Wilkinson, A.F.R.Ac.5,, and Mr. P. A, Ralli A.F.R.Ae.S., the three designers most concerned with the production of the ὅδ. ἃ which recently won the Sehneider Trophy and broke the world's spoed record tor seaplanes. J. LaAvrence PRIrTcHaRD, Secretary IMPORTS AND EXPORTS, 1926-1927 AEROPLANES, airships, balloons and parts thereof (not shown separately before 1910). For 1910 and 1911 figures see Fiicut for January 25, 1912. For 1912 and 1913, see Fiicut for January 17, 1914. For 1914, see Fiicut for January 15, 1915, and soon yearly, the figures for 1926 being given in Fiicut, January 20, 1927. Imports. Exports. Re-Exports. 1926. 1927. 1926. 1927. 1926, 1927. | £ £ é £ 4 £ Jan. .. 494 1,850 130,049 49,021 — — Feb, .. 2,089 679 40,416 63,080 6,341 — Mar. .. 1,001 7,087 92,840 106,478 9,758 2,270 Apr. .. 336 822 160,832 71,190 5,051 785 May .. 342 1,258 118,539 82,708 - 640 Ταπε.. 34,868. 1,249 66,111 149,907 150 162 July .. 16,033 1,798 39,047 104,167 - 750 Aug... 2140] 2,453 146,129 78,742 1.035 — Sept... 3,172 (2,045 55,674 61,946 — 59 69,934 19,241 $49,637 767,239 22,335 4,666 3 Ἐξ ἐπ % PUBLICATIONS RECEIVED The Beginnings of Organised Air Power. By J. M. Spaight. Longmans, Green & Co.; Ltd., 39, Paternoster Row, London, E.C.4. Price 17s. 6d. net. india by Air. By the Rt. Hon. Sir Samuel Hoare, Bt., G.BE., C.M.G. Longmans, Green ἃ Co., Ltd., 39, Pater-, noster Row, London, E.C.4. Price 6s. 6d. net. Songs in The Darkness. By Arthur Bennett rise’ Publishing Co., Upper Bank Street, Price ὅς. net. The “ Sun- Warrington. Ἧς % = Fo AERONAUTICAL PATENT SPECIFICATIONS (Abbreviations; Cyl, — cylinder; i.c. — internal Gum bustioe 5 m. = motor The numbers in brackets are those under which the Specifications will be printed and abridged, etc.) APPLIED FOR IN 1926 Published October 27, 1927 14,035. A. Lamecixs. Diaphragm pump. (255,427.) 16.353. Srr. W. G. ARMSTRONG, WHITWORTH AND Co., Ltp., H. W. Lee and KR. Morrioxs, Means for taking-up leash in the transmission of motion, ({278,0174.) 20,001, Doreras Motors, Lrp., and C.G. Putri. Fixing of magnetos on i-c., engines, (278,141.\ APPLIED FOR IN 1927 Published (CUctober 27, 1927 7,090. 1..1.. Macvicar. Aircraft, (278,25).) 12,407, BrirsH THomsox-Horsros Co., Lip. Superchargers for 1.c. engines. {271,074. | FLIGHT, The Atcraft Engineer and Airships 36, GREAT QUEEN STREET, KINGSWAY, W.C.2. Telephone: Gerrard 1828. Telegraphic address: Truditur, Westcent, London. ‘FLIGHT ’’ SUBSCRIPTION RATES Unitrep KInGcpom ABROAD* s. d. | s. a. 3 Months, Post Free.. 7 7 #3 Months, Post Free... 8 3 6 Ξ ΜΞ ..15. 2 6 ΡῈ τὼ ..16 6 12 a = sou 4 12 a με wan 9 * Foreign subscripiions musi be remilied in British currency. Cheques and Post Office Orders should be made payable to the Proprietors of " FLicut,"” 36, Great Queen Street, Kingsway, W.C.2, and crossed Westminsier Bank. Should any difficulty be experienced in procuring “ FLIGHT ”’ from local newsvendors, intending readers can obtain each issue direct from the Publishing Office, by forwarding remittance as above. 756