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Aviation History
1917
1917 - 0043.PDF
JANUARY II, 1917, Tfce salary offered to inspectors and viewers does not strikeme as being likely to attract the sort of man that—from a technical and moral standpoint—is really required ; and 1am not altogether surprised to find, in the circumstances, that a certain degree oi laxity has prevailed at one time oranother in this department, more especially in regard to the working hours and working arrangements generally. 1consider that the wages at present paid to these officials bear an unsuitable relation to those making the machines andengines. (v) DATING INSPECTION STAMPS.Arising out of certain evidence, I recommend that all inspection stampings should, in future, be dated. This planwould greatly help towards placing responsibility in the case of any mishap due to faulty construction, faulty repair, orfaulty inspection at any of its various stages. (vi) STANDARDISATION. Having regard to the rapid aerial developments as an out-com of war experience, 1 do not consider that anything in the nature of close standardisation—brought to so high apitch in almost every direction in the United States—could be suitably applied to aviation in its present stage, thoughit is highly likely that more might be done in standardising certain parts such as are common to all machines. On the other hand—in view of the conflicting requirementsof machines for different work—1 would strongly urge the desirability of more definitely designing machines for specificpurposes. For example, in my opinion, a long-range recon- naissance machine should be designed almost solely fromthat standpoint and without regard to any conflicting require- ments. Again, a long-range " bomber "—a more recently-considered requirement—should be made & separate and special study of. In the early days of the war, when aeroplanes were solelyregarded as reconnaissance machines, it was but natural and proper, as soon as their fighting properties began to beconsidered, that—partly in view of the shortage of men and material—the same machine should be turned to severaldifferent accounts and produced on that basis. It stands to reason, however, that a combination machine of this descrip-tion can never be as efficient in any one direction as a machine especially designed to do specific work. Whilst, in my opinion, the time is not ripe for any materialstandardisation of the types of machines, engines, &c, I feel strongly that some sort of standardisation is higlily desirableim connection with much of the data put forward regarding the material used. For instance, there should be somedefinite standard time in air on which to base the weight per horse-power. At present the amount of petrol allowed issometimes based on a 1 hour's flight, and sometimes on 6 hours', &c. I also consider that other standards should be adopted inthe case of trials. Again, in a number of instances the statistics at presentprovided about different machines and engines strike me as quite inadequately comparable. It appears, indeed, at present—for want of standardisation—to be impossible to secure really comparable data (under the same conditions and with conditions exactly stated) forthe trials of different machines and engines. Similarly, a definite understanding ought, in my opinion,to be come to—betweep the Aeronautical Directorate and all those designing and supplying engines—regarding the state-ment of horse-power, in such a way that the horse-power of all engines is either correctly stated or uniformly under-stated. (vii) STANDARD HEIGHTS FOR SPEED AND CLIMB AND STANDARD TIME FOR CLIMB. I would strongly urge that, for purposes of proper com-parison, standard heights should be adopted both for speed and climb as well as a standard (unit) time for climb. At present there appears to be no common rule in thematter, some private firms expressing the performances of their machines and engines in one term and others in another.I suggest that the speed specified should be (a) that prac- tically at ground level—as is customary ; and also at (b) thefairly average working height of 10,000 ft. (or 5,000 ft.) where it may be something between 5 and 10 m.p.h. less. Similarly, in the matter of climb this should be expressed(a) in miles per hour at a height of 10,000 ft. ; or, if the machine is not capable of reaching that height, then the rateof climb in m.p.h. should be stated for whatever the maximum height is. Further (b), a statement should be given as to thelength of time taken to reach the 10,000 ft., or whatever is the maximum height attained. (viii) NOMENCLATURE.4. I cannot help thinking that steps might suitably be taken te adopt a system of nomenclature that would indicate the (/JJGHT engine and horse-power that b combined with the machineitself ; so that when, say, the B.E. 2c is reierred to it fe not necessary to investigate with what engine she is fitted ax that,particular instance. Certainly, so far as concerns R.A.F. designs, the presentmore or less haphazard and confusing system ot nomen- clature ought to be capable of improvement in the w»y ol aconsistent plan. Again, some general agreement should, in my opinion, bearrived at as to the description of different machines relative to their purpose. The most striking example of the need forattention here is the so-called " Scout." That term is only at all generally applied now to a " single-seater," compara-tively small, agile machine ; yet no single-seater is suitable for " scouting " if that term is taken to mean reconnaissancesuch as involves the services of two officers. On the con- trary, machines that are going by the name " Scout" aremainly " fighters "—offensive and defensive—and machines used as guards. I urge this point—as well as those immediately preceding-—whilst the development of military aviation is still in its comparative infancy; for, in my opinion, anything likehaphazard nomenclature or standardisation should not proceed further lest it some day lead to serious misapprehen-sion of one kind or another. (ix.) ESSENTIAL EXTENSIVE DEVELOPMENT OF AIR SERVICE.I submit that the future development of military aviation on an extensive scale is eminently desirable. Material increasein the number of our aircraft, flying schools and aerodromes will naturally help towards such development. *,, There exists still, without doubt, a shortage of liigh-claESmachines and engines for meeting what lies before us. A far greater number of aircraft, adequately cngined, is essential.This conclusion is forced on anyone who at all closely reviews the present outlook on account of :— t(a) The important part the air is undoubtedly going to take in warfare—partly owing to the comparative cheapnessof aerial strategy as compared with sea strategy—even the biggest and most expensive airship not costing one-tenthwhat has to be paid for a " Dreadnought." Thus, it is even conceivable that our main line of defence may before long, bein the air. b) The necessity for a far-reaching and really secure per-manent defence of these islands agaiust air raids. (c) The now abundantly proved value of aeroplanes forsuccessfully attacking Zeppelins. But the need for increasing our air strength in mechanics,instructors, pilots and Home Defence Stations is still more markedly insistent. It is the lack of mechanics, &c. (duelargely to munition demands) more than anything that retard* the supply of engines and in a lesser degree of aeroplanes.Similarly, the comparative scarcity of first class flying instructors keeps back the output of efficient pilot*. Thesupply of high-class observers must also be considerably extended. Moreover, the observer being really a moreimportant person than the pilot—on a reconnaissance machine at any rate—his status needs to be improved upon in thefuture. (x) INCREASED OUTPUT AND ADDITIONAL FACTORIES. In order to provide the enormous increase required in oursupply of aircraft and aero engines, considerable development of the factories concerned therein must follow as soon as thenecessary labour is available. To meet this, I would urge the payment of suitable Government subsidies. Attachingconsiderable importance to a large and continuous output of aircraft without interference from the enemy. 1 would furtherurge that in most instances this additional source of supply should be secured, for strategic reasons, by means of snppli'-mental factories in a part of the country as far west or south- west as possible.* For the same reason these works should, 1 think, be builtunderground as far as practicable, and all possible precautions takea towards stcrecy such as, more or^less, obtains in afactory under Government control. (xi) NIGHT LANDING GROUKD*. Steps should at once be taken, so far as may be, to establishmore large and thoroughly satisfactory night landing grounds, capable of being adequately lighted and darkened at amoment's notice, and such as will get over the necessity for the return of machines to their base before dark. I1" ailing * The'farther an airship (or an aeroplane; has to travel from her base the more fuel required, and, therefore, the le*. weight in bomb* the call carry. Thus there in no useful purpooe in raids beyond a certain range depending on the .tpeed of thU class of aircraft.
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