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Aviation History
1913
1913 - 0292.PDF
(/JJGHT in associating the phenomenon with the presence of black thunderclouds in the sky. This brings us face to face with the study of meteorology and the need for recognising its fundamental association with the develop ment of aerial navigation. It is a vast subject, 'but it is one that must be mastered. It would be a mistaken principle, however, to blame abnormal conditions for failures that may have occurred under severe but nevertheless common circumstances. It is, indeed, better to assume that such failures as have occurred have taken place through inadequate design, and to advance the constructive detail accordingly. When Bleriot realised that it was desirable to strengthen the top bracing of his monoplanes he lost very little time, it will be remembered, in bringing his outstanding machines into line with his new ideas. At the present time, unfortunately, it is less easy to locate structural weaknesses. Judging by the report of the monoplane committee, the bracing wires and the fabric are among the strongest details of the wing structure. It is, there fore, to the spars, the ribs, and to the internal bracing that it would seem most profitable to pay special attention. Similarly, in respect to stability, there may be abnormal circumstances in flight that it would be beyond the capacity of any control, whether automatic or human, to tin umvent. But that by no means necessarily limits the degree of security attainable to that at present available in modern machines. We have small sympathy with fantastic' inventions that seek to arrive at perfection in a single stride, but we have every encouragement for the persevering pioneer who has good reason for believing himself possessed of something worth while, and who does his utmost to bring it to a state of practical utility. In Mr. Dunne, the movement has a student of this order. His one-minute circular flight with fixed controls may seem an accomplishment of minor magnitude when judged solely by the ordinary standards of modern flight, but we draw special attention to it nevertheless. The future alone can prove the real merit of this record, and incidentally show the extent of the connection between stability and negative wing tips. • • « We have received a letter from the t'Si*™ Amalgamated Society of Engineers upon R.A.F. which we feel bound to make some comment in the cause of common justice, although its proper place for publication in extenso is not in this journal. The Society protests against certain criticisms of an extremely serious character made by A contemporary anent the conduct of the workmen employed at the Royal Aircraft Factory. The stigma, wlneli amount'- to an accusation of organised laziness ami abuse of privilege, is one that a Society having for its motto " Be united and industrious" can scarcely allow to pass without notice, notwithstanding the unsatis factory character of the evidence put forward in its support. We cannot, of course, in any sense constitute ourselves judges in this matter, but on a question of this i haraeter we recognise the ri^ht of the men concerned to make a public denial of a public attack on their integrity, and to that end we bring the matter to the notice of our readers. Incidentally, it affords us the opportunity of again expressing the opinion that the Royal Aircraft Factory is a first-class national asset, and that it has accomplished uncommonly good work for the money that has been spent upon it. There are those, we know, who profess to believe that all the money voted for aeronautics should have been spent in the purchase of aeroplanes constructed 29S MARCH 15, 1913. by the trade. The reasons why we have been unable to agree are simple. The Government has been parsi monious, but it has laid its plans with some system. It would have been a useless and a vain beating of the air to have attempted to force upon the authorities a one sided policy in their initial work. Now, however, that aeronautics in England has begun in some measure to awaken an intelligent interest on the part of those not directly concerned with its technique, there may be some chance of arousing a recognition of the necessity for taking unusual measures in respect to an unusual situation. There may be some chance, for instance, of convincing the Government that it may be the cheapest in the long-run to be lavish with orders for aeroplanes, and especially for aeroplane engines, beyond the measure of its present requirements. Particularly, we say, may this be worth while in respect to engines, for the development of a successful aeroplane motor takes time, and is not to be accomplished on the spur of the moment. There are several motor car firms of experience who would think it worth while to tackle the problem if they saw the prospect of sufficient return. From a commercial standpoint, such a manufacturer would probably want to put through a batch of, say, 150 engines at a time. His prospect of securing an order in open competition is comparatively remote unless the number to be purchased in all is somewhere in the neighbourhood of 500. We believe it would be a very good thing, indeed, for the country if the Government were to make a clear announcement that they were prepared to buy 500 engines this year. It is a suggestion that we might have made ages ago, but what possible chance was there of succeeding along such a line while the country at large was still deep in its apathy to the subject at large. Now that there is some evidence of a slight awakening, it is necessary that those who are thus interesting themselves should begin by degrees to under stand some of the salient technical points in the problem. One of those technical points is the fact that neither aeroplanes nor airships are of the least use whatever, unless equipped with good engines. Most of the engines used in this country are not built here. It is, however, absolutely essential that they should be built here if we are to develop the aeroplane to its fullest capacity as an instrument of war. In order that the country may have the best that its people can provide, it is necessary to entice the best talent to take an interest in the problem. To that end, as we have said, a definite announcement by the Govern ment of its willingness to purchase 500 engines this year would be, we believe, the cheapest and the most satisfactory procedure. These engines, having been bought by the Government, might usefully be supplied by the Govern ment to aeroplane constructors who needed them for the completion of Government contracts. It is one of the problems of the aeroplane constructor to-day, to know how to ensure the delivery of just those one or two makes of engine that will serve his purpose. For instance, if several firms receive orders to construct the BE 2 type army biplane, there is a rush to secure immediate deliveries of Renault engines, for which type of motor that particular machine has been designed, whatever opinions may exist as to this engine being the best to instal. Under such circumstances, it is clear that the less influential builders may suffer by comparison with other competitors for early delivery : the country as a whole is also at a disadvantage for the same reason. The wholesale advance purchase of British-built motors by the Government would, therefore, we think be of very material benefit to the aeroplane industry.
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