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Aviation History
1912
1912 - 1170.PDF
fycHT] poor people. " No one need regret," said Mr. Barber, "having subscribed to these fund?, for every penny is being spent, and well spent, for the relief of their sufferings." So, having remained there ten days, spending almost every day on the scene of battle and in collecting in formation that will be of inestimable value from an aeronautical point of view, Mr. Barber returned to London to resume his work here. In the aeronautical world, Mr. Barber occupies a somewhat unique position as the only consulting aero nautical engineer who has had practical experience in both designing, building, and piloting aeroplanes. In his consulting capacity he has undoubtedly saved inventors and others much money that would otherwise have been spent in carrying out exp^riments on various aviation devices that were either theoretically wrong or would be of little practical use had they been followed ® ® PARLIAMENT A MR. WINSTON CHURCHILL was again subjected to a long interrogation on the subject of naval aeronautics on Wednesday of last week. The fire of questions was opened by Mr. Eyres-Monsell, who sought information as to the Willows airship. Mr. Churchill replied that the trials of the small Willows air.-hip had proved quite satisfactory for the limited purposes for which it was intended. With regard to the future, Mr. Churchill said that the future air programme for next year would, he presumed, be announced when the future Army Estimates were put forward, and so would the future Naval air programme for that year, so far as it could properly h: disclosed. The amount of progress made in the aeroplanes of the Navy in the present year was very remarkable. To a question as to whether the Committee on Air-Craft had come to any conclusion in respect of the relative merits of rigid and non-rigid airships, and how many rigid airships were built, building, or projected for Great Britain, Mr. Churchill replied that the deliberations of the Air Committee and their recommendations were confidential. The question of rigid airships was receiving attention. Mr. Churchill further stated that steps were being taken to safeguard our shore magazines from aerial attack. A question by Mr. Fell as to whether the Admiralty had decided to erect a garage for dirigibles and aeroplanes on the East Coast or in KA-I Anglia only elicited the information that all these matters were being studied, but Mr. Churchill was not in a position to make any statement upon them at present. He hoped, however, he would be able to give full information to the House. In reply to Mr. Joynsan-Hicks, he stated that the speed of the small Naval airship, which was used for instructional purposes, and was the only one we had at present, was just over 30 miles per hour. We had in the Naval Wing of the R.F.C. several aerop'anes that could exceed the speed of the latest Zeppelin. As to the latest German airships, Mr. Churchill said he was now informed that there were two other Zeppelins belonging to the German Army in addition to those he mentioned a week previously. "7. I " was completed in 1935, and reconstructed in 1911, but he was informed that, so far as was known at the Admiralty, she had not b:en flying recently. The other, " Z III," according to the German Press, was taken over by the military authorities at the end of July l.isl. 1 in Tuesday last Mr. Churchill, in reply to Mr. Norton Griffiths, supplemented this information by saying that Germany had also fourteen private airships of which seven were under 3,500 cubic metre volume and were of little value, and one other, the " Suchard," ® ® Monoplane on a Suburban Rocf. PAIMEK'S GREEN literally had aviation biought to it's—roof, on Friday of last week when Mr. J. B. Manio, in endeavouring to complete his flight from Paris to Hendon, found himself in difficulties with his engine, and was forced to land on the roof of a house. Continuing his journey from Sittingbourne, where, as mentioned in last week's FLIGHT, his journey was temporarily stopped through motor trouble he had, on the 5th inst., restarted, but lost his way in the thick mist, and found himself over the heart of the City. Realising his position he turned, and making his way back to Parking, effected a landing in order to get directions. He set off" again, but once more getting oft his course, and landing in the Park of Sir George Faudel Phillips, at Balls Fark. Hertford, owing to DECEMBER 14, 1912. up. Two biplanes of his design are at the present time being built by the Grahame-White Aviation Co. at Hendon, where also Maurice Farman biplanes are being constructed under his supervision by the Aircraft Company. Referring to these machines, it is interesting to recollect that just lately when Mr. Maurice Farman visited the works he was exceedingly pleased with the manner in which the construction was being carried out. Further, Mr. Barber has been acting for some time now as sole consulting expert to all the Lloyds' underwriters who handle aviation risks. Perhaps it is not generally known that for many years Mr. Barber has been extremely interested in dirigibles and has at various times taken out patents concerning them. From certain drawings, of which I have been favoured with a private view, it seems likely that some thing extremely interesting in this direction will materialise in the near future. ® ® ND AIRCRAFT. was built for an attempt to cross the Atlantic. £97,847 was voted in the German Naval Estimates for 1912-13 for airships and experi ments with airships. ,£144,325 was included in the German Naval Estimates for 1913-14, not yet voted, for aeronautics, aviation experiments, and special allowances. As to Great Britain, the Royal Flying Corps possessed the following airships : Military wing: "Beta," ''Gamma," " Delta," and a new " Gamma " under construction, to the cost of which naval funds will contribute half. Naval wing: the " Willows " airship, one " Astra Torres," and one " Parseval," the last two being on order. On December 5th, Mr. Joynson-Hicks raised the matter of the Army's ban on monoplanes, and asked Col. Seely why the Army thought it necessary to appoint a Committee to consider the matter when the Navy did not, and whether this difference of opinion between the two wings of the R.F.C. was due to the advice of civilian experts being taken by the Army. Col. Seely replied that the committee was appointed in order to investigate the accidents by which military officeis lost their lives, and to make recommendations to minimise the risk of accident in the future. As to why the Navy was still flying monoplanes, while the Army was not allowed to do so, though it wished to, Col. Seely said it was considered possible in view of the two very distressing accidents that had happened that theie might bg structural defects in the monoplanes in the possession of the Army. He therefore took the responsibility of ordering this inquiry and stopping the supply until further light was thrown on the matter. He believed the committee were on the point of reporting. Replying to the questions in the House of Commons on Monday, Mr. Churchill gave the following information regarding the pay of the Naval Wing of the Royal Flying Corps :— " The extra rates of pay for naval and marine officers of the Royal Flying Corps are as follows : Ordinary pay of squadron commander, 25* a day ; flight commander, 17s. ; flying officer, 12s. The flying pay is 8s. a day. The commanding officer of the Naval Wing receives ^800 a year, with quarters. Fiying pay is paid con tinuously to aeroplane flyers, but only on days of ascent in the case of airships. Thirteen naval and marine officers who are quali fied aviators have been appointed to the Naval Wing of the Royal Flying Corps, with the increased rates of pay. Four officers are serving on the staff of the Central Flying School with increased rates of pay. Five other officers have just graduated, and will be graded as flying officers immediately." ® ® shortage of lubricant, decided to stop for the night. The next afternoon he again set out for Hendon, but the strong west wind carried him to the east of his proper course, and when the machine was over Palmer s Green the engine again began to give trouble. Mr. Manio endeavoured to get down into Bloomfield Park, but finding this impossible, tried to rise again. The machine, however, did not respond and settled down with a crash on the roof of 75, Derwent Road. Both the roof and the machine were consider ably damaged, but the pilot remained in his seat and was eventually rescued by means of a ladder, little the worse for his experience Hremen assisted to tie the machine down securely for the night, and the next day it was removed piecemeal from the house by the Grahame-W hite Aviation Co. 1170
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