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Aviation History
1913
1913 - 0322.PDF
[/OCHf stage he can am .iiicr himself well on the way to getting his much- coveted " ticket." Having liad plenty of practice at turning to the left, he will attempt to turn to the right. This, in the past, was considered the most difficult task for the pupil, but familiarity has brought with it contempt, and now the right-hand turn is considered to be quite as easy as turning to the left. When proficient with the right-hand turn it is quite a simple matter to fly a figure of eight. With all the experience that he has had up to that point he will not feel any anxiety about flying up to a height of fifty metres, which is the altitude that a pupil must obtain before he can be granted his certificate. By now tin- pupil lias virtually come to the end of his school tuition, and all that remains to be done is to advise the Royal Aero Club of his readiness to be examined. In his tests he will be required to make two distance (lights, each consisting of five figures of eight, flown tounil marking i«>sts situated not more than 500 metres apart. He must also make an altitude flight as I have mentioned before, going up to fifty metres, but this may be included in one of the distance flights. On each occasion he must land within fifty metres of a pre determined point, and must not use his engine again after touching ground. Providing he has satisfied the K.Ae.C. observers, he may consider himself a fully qualified pilot, and, in consequence, being ® ® QUESTIONS IN ON Wednesday week in the House of Commons, Mr. G. Locker- Lampson asked the Secretary of State for War whether serume delays have taken place in the fulfilment of orders placed by the War Department with British manufacturers of aircraft; what steps he proposes to take to accelerate the construction of these machines ; ana whether given periods of time may be fixed to determine the limits of construction for dirigibles and aeroplanes. <D1. Seely replied that there have been serious delays in some i.nlers, I nit the experience gained by the contractors in these instances should tend to obviate delay on further orders given, and more firms are being encouraged to build to the War Office require ments. It was not considered practicable at present to fix any time limit to govern the construction of dirigibles and aeroplanes under War Department contracts, in view of the very varied conditions which have to be taken into account. On the following day, a similar question was addressed to the First Lord of the Admiralty, to which I>r. Macnamara replied that aircraft for naval purposes are at present in an experimental stage of development, and there have been a good many delays in manufacture due to this cause. In proportion as naval requirements become settled, rapidity of manufacture will become practicable. It would not be reasonable in present circumstances to make contracts unduly strict in respect of the time allowed for construction. Mr. Joynson-Hicks asked the Secretary of State for War whether, in consequence of the report on aeroplane accidents by the Committee appointed by him, he is permitting the renewed use of monoplanes to the Royal Army Flying Corps, and whether he intends to use both kinds of machines in the future. He asked further whether any of the Flandeis, Deperdussin, and Martin- Handasyde monoplanes delivered during the past four months for the Military Wing, Royal Flying Corps, are in flying order, if so, how many of each, and, if not, in what state they are at present ; and whether the Nieuport, Bleriot, and Bristol monoplanes, bought for the Military Wing, Royal Flying Corps, prior to October, 1912, are in flying order, if so, which of them are fit to fly, and, if not, why 1 hey are not fit. Col. Seely: All the machines referred to are in flying order, but are not being flown pending some alterations in conformity with the recommendations of the Monoplane Accidents Committee. Mr. Joynson-Hicks asked the right hon. gentleman whether he is aware that a French Parliamentary Committee has been appointed to report upon aviation from a military standpoint ; and whether, having regard to the importance of an adequate organisation to this country, he will appoint a Select or Departmental Committee on the subject. Coli Seely: In France there is a special commission for the study of military aviation, and the Budget Committee has a sub-committee for the study of aeronautics. As regards the second part of the question, these matters are dealt with by a special sub-committee of the Committee of Imperial Defence and by Lord Rayleigh's Advisory Committee on Aeronautics. Mr. Joynson-Hicks asked whether the total effective aeroplane strength of the Military Wing, Royal Flying Corps, is made up as follows: No, _• Squadron, two "B" biplanes and three Maurice 1'arman biplanes, at Montrose ; No. 3 Squadron, one " B" biplane and two Maurice Farman biplanes, at Lark Hill : No. 4 Squadron, two Breguet biplanes and two " B " biplanes, at Farnborough; if MARCH 22, 1913. pleased with himself and with everything in general, he will un- doubtedlyifollow the usual course of running up to town and standing himself a very excellent dinner on the strength of it. Another system of tuition is that of dual control. This method consists of the pupil taking numerous flights with an instructor on a machine that is fitted with two sets of controls, so that either may take charge of the machine in the air. Thus the instructor can correct any mistake* that the pupil may make. By this method of instruction a pupil can probably be put through his course of train ing in a little shorter time, but, in my opinion, it is apt to make him rely too much upon the capabilities of his instructor, thus robbing him of that self-confidence which is so necessary. Concluding, let me say that the possession of a Royal Aero Club certificate does not necessarily mean that the holder is an expert pilot, for there is invariably a considerable amount to learn before he becomes one. The newly-qualified pilot has as yet only been allowed out in relatively calm weather, and has yet to know what it is to fly in a really bad wind. There are also to be mastered machines which fly somewhat faster than those he has learnt on. As a matter of fact, it is doubtful whether anyone really finishes his tuition, for no one is so wise that he cannot be taught something new, and the best pilots of to-day have still much to learn and many stiff problems to overcome. ® ® PARLIAMENT. any of these squadrons possess any more aeroplanes, what such aeroplanes are, and whether they have been flown by officers of the Royal Flying Corps. Col. Seely replied : It is not considered to be in the interests of the public service to publish the detailed distribution of aeroplanes. I will make a full statement as to the total numbers on the introduction of the Army Estimates, but I may say at once that the statements in the question are not accurate. All the machines now with the Royal Flying Corps have been flown by officers of the corps. The Aerial Navigation Act Regulations. In the House of Commons on Wednesday week, Sir J. D. Rees asked the Home Secretary whether airships travelling at a height of over 3,500 ft. can be identified or attacked, and what steps the Government proposes to take to enforce the regulations recently issued under his authority. Mr. McKenna : The answer to the first point depends on the state of the weather. In normal weather the form and type of the airship will in most cases be sufficiently distinguished for purposes of identification. Where the regulations are contravened the police will deal in ordinary course with the offence, if the airship lands. Airships which do not land when signalled to do so will be dealt with by the military authorities. Mr. Hunt : Will the right hon. gentleman say how an airship is to be dealt with at night ? Mr. McKenna : If they land they will be dealt with. If they fail to land the hon. gentleman should address his question to the military authorities. Sir j. D. Rees: Does the right hon. gentleman think the regulations really are a serious proposition in existing circumstances ? Mr. McKenna (emphatically): Yes, sir, most serious. ® ® ® ® ROYAL FLYING CORPS (MILITARY WING). WAR OFFICE Summary of work during week ending 14th March, 1913:— No. 1 Squadron.—In the early part of the week the wind was very suitable for kiting work, and about 40 ascents were made. On Wednesday, the "Beta" underwent an 8 hours' test, going to Folkestone and back, and finishing up with a tour of the country round Aldershot. The following day the " Beta " was put through some climbing tests. The "Gamma" carried out a long recon naissance flight, observing the operations of the Officers Training Corps. On Friday, the wind was again favourable for kiting, and numerous ascents were made. No. 2 Squadron.—Throughout the week the weather at Mont rose was very boisterous, but most of the officers managed to put in a certain amount of flying during temporary lulls in the wind. No. 3 Squadron.—A good deal of flying took place during the week. Several officers carried out reconnaissance flights over the opposing forces in a field day of the Officers Training Corps on Thursday. No. 4 Squadron.—Numerous flights were made on Wednesday and Thursday, the nine officers having returned from the Central Flying School after passing their technical and theoretical examina tion. A new 70-h.p. Renault B.E. machine was out testing, with very satisfactory results. It is shortly to be fitted with "wireless." !28
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