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Aviation History
1919
1919 - 0119.PDF
JANUARY 23, 1919 THE REPORT OF THE CIVIL AERIAL TRANSPORT COMMITTEE (Continued from page 27.) APPENDIX J. Keport by LUm.-Col. CfGorman, Mr. Holt Thomas, and Mr. LanchesUr on a Main or Terminal Aerodrome. MOTS.—This report was drawn up in answer to a request by the Special Committee for a report upon a main or terminal aerodrome suitable for despatching and receiving 100 aeroplanes a day, with sufficient bousing ac commodation for a similar number. A Main or Terminal Aerodrome. We do not consider that it is possible to make any constructive report 011 this subject on the lines of ioo aeroplanes leaving and arriving per day aud housing for 100 craft. l. Expenditure.—The cost of terminal aerodromes is by no means so easily approximated to as that of intermediate grounds, for the reason that they will necessarily be at least on the outskirts of large centres of population. It is accordingly impossible to make any estimate of what expenditure might be involved. (It may be possible to discover what is the approximate ground- rent of Hendon Aerodrome, also its accurate acreage (approximately 200 acres), and to indicate whether such an aerodrome as this is the minimum which could be reasonably used for civil transport service in London, and whether it may be regarded as a minimum type of terminal aerodromes.) 1. Site.—The minimum size of an aerodrome from the point of view of the alighting of single machines, is obviously the size of the intermediate landing grounds indicated by Capt. Robb in his paragraph 2 of Appendix K, bat the actual size required at any terminal station for, e.g., 100 aeroplanes " leaving and arriving " per day depends upon the number of aeroplanes which may lie exvected to be arriving or leaving simultaneously, and it is diffcult to forecast this with any attempt at precision, since no data exists on which to found an estimate of the times of starting and arriving. If we suppose that aeroplane flying will for preference take place by daylight, then it is to be supposed that the major part of the starting will take place in the morning and the major part of the arriving will take place after noon, since on broad lines it may be said that the reasonably long flights will be economically desirable. Nevertheless, where the air service is run to districts which have not got a good railway service, it will be found that short distance air journeys can be introduced, and accordingly a certain amount oi use of the aerodrome throughout the middle boars of the day for leaving and arriving is to be expected. Under the circumstances, it is impossible to discuss the problem on a basis of a definite number per diem without making some assumption for which data do not at present exist; we have therefore substituted the rate per hour and assumed 15 leavings or arrivals per hour, without expressing our opinion as to whether this corresponds to 100 per diem. It is thought that an aerodrome of about 200 acres could handle th s traffic, especially if the departures were reasonably distinct from the bulk of the arrivals, but lor it to do so it would be necessary to have active and well organised gangs of men to arrange to clear the aerodrome of machines which may stop in an exposed position, and thus leave the aerodrome free for other machines. Compulsory powers of purchase or hiring in default of agreement will no doubt be necessary in some centres. 3. surface.—In view of the extreme importance to be attached to high wing loading and rapid alighting, for the purpose of economy in aircraft con struction and use, the surface of the aerodrome would have to be very much superior to that at present existing at Hendon, without actually pressing it to the point oi being as level as an ordinary cricket held. Beyond that it would be imperative that all high buildings, high edges, and high trees in the immediate neighbourhood should as far as possible be avoided. 4- Soil.—It is cleat from experience up to date of aerodromes, which are •requeiitly on flat, low-lying land, that drainage would be required. More over, on a certain expanse in frout of the sheds proposed, there should be tar macadam or other waterproof inexpensive flooring. y Approaches.—These should be similar to those mentioned in paragraphs 5 'i Appendix K. 6. Surrounding Country.—See Appendix K, paragraph 6. 7. Preparation*.—Sec Appendix K. paragraph 7. save that since the terminal -.'rounds will be larger tbey will be proportionately more costly. 8. Accommodation—The housing for, say, 100 aeroplanes would neces sarily involve petrol and oil stores, repair departments, standing buildings •or ground-men, offices, store for the reception and delivery of goods, and, later, station room, perhaps, for passengers, garages for attendant motor cars to convey the service in town centres, otters for inspectors and traffic chiefs, 4c, and aeroplane sheds so built as to admit the largest probable iToplanes. At the iuception of the service on a small scale this expense could no doubt be deferred or minimised. ••• Marking.—It is probable that ao specific marking will be required for i' rminal landing grounds, because their character will be so very obvious to fliers who are approaching the centre for which they are making, but arrange ments for such devices as kite balloons tor signalling the situation in time of 'og. wireless appliances and meteorological observatory should be foreseen. , IO- Lighting.—Paragraph it re lighting in Appendix K wouhl also apply nere. 11. Maintenance.—.Sec paragraph 12 of Appendix K. The installation of housing f"r 100 aeroplanes on transport work at the termini is clearly dependent upou a future state of civil aerial transport, and need not be at once instituted as a charge upon the nascent industry. Such charge could only be borne if alternative military and naval use of the facilities were to form a means of distributing the burden of the cost on other shoulders than the transit company's. The eventual need of such housing no doubt e *b U, bat the cost ct such housing will be so largely dependent on the size •f aeroplanes used that an estimate would be unavoidably misleading and would differ at one terminal station from what it would be at another where -mailer craft might be the main types. Otmbu »3»*\ 1917. APPENDIX K. Memorandum my Major E. Elrey Roe* as to Intermediate Landing Grounds. i. pittance apart.—Mr. Holt Thomas, in his recent lecture before the Aero nautical Society, suggested that the distance between each landing ground •>n an aerial route should be 10 miles, and at the inception of civil aerial transport the provision of landing grounds on this seal* would appear essential m order to minimise risk of accident. Sam- economy might be effected by providing a regular landing ground with attendance and accommodation every 20 miles with facilities for forced landings midway between every two landing grounds. These facilities for forced landings on emergency grounds could °**rr»ng«' by carrying ont a limited amount of work to the way of removing "edges, telling trees, 8cc. Emergency grounds would only be used in case if absolute necessity. 2. Site.—Each landing ground should afford a clear run of 600 yards in every direction. If any serious obstacles exist on the approaches to the ground, the size of the ground may have to be increased. It is not essentia to have a ground 600 yards square. An " L" shaped ground will suffic if it affords a clear run of 600 yards in any direction, provided each arm of the " L " is at least 300 yards wide. The area of landing grounds on this basis will average 60 acres. 3. Surface.—The surface should be level so that machines can normally land upon and taxi across the ground without injury. 4. Soil.—Selection will naturally be confined to the line of the aerial route, but subject to this, landing grounds should, as far as practicable, be chosen on light, porous soil with natural drainage. Grounds with clay soil invariably require special drainage. 5. Approaches.—The approaches—or, at all events, the majority of the approaches—should be open and free from serious obstacles. It will fre quently be necessary' to fell trees, remove haystacks, &c, on adjoining grounds, and telephone and telegraph wires on roads bounding landing grounds will have to be lowered or carried underground. Statutory powers for thos-- purposes will lie required. 6. Surrounding country.—This should afford facilities for forced landings in case of engine failure when " taking ofi." 7. Preparations.—This will consist mainly of grubbing hedges, piping, and filling in or boarding over ditches and watercourses, levelling, tree-felling, etc. The cost of preparation will naturally vary according to the nature of the site and the amount of work involved. An average expenditure of £1,500 will cover the cost of preparing landing grounds. Compensation payable to the owner and occupier for disturbance (other than to crops) will average £500 per ground, making a total of £2,000 per ground. The cost of preparing " emergency grounds " will average £750 per ground, and £350 per ground should cover compensation (other than crops)—-£i,ioo per ground in all. Statutory powers authorising the necessary work of preparation in default of agreement, and prescribing a method of ascertaining the compensation will be necessary. 8. Accommodation.—-At intermediate landing grounds not used for the reception of passengers or freight, and where no provision for carrying otrt serious repairs is contemplated, the only accommodation required for landing purposes will be :— la) Attendant's hut with exchange telephone connection ; (6) Small store tor petrol and oil. This accommodation can be provided for the average cost of £400. which includes provision for telephone connection, which will be a serious item in some districts. 9. Cos* of hire.—This will average £1 per acre per annum throughout Great Britain. To this figure must be added, for the first year in the case of arable, £4 per acre, and in the case of pasture, £1 per acre for tenant right and dis turbance of crops. These figures are additional to the compensation esti mated in paragraph 7. This estimate is based on actual experience with military landing grounds, and it should be stated that the figures referred to have only been arrived at by careful management. Grazing has been permitted subject to the restrictions mentioned below, and certain grounds have been put out of action during the months of May and June, to enable them to be laid down to hay. In some cases, grounds managed on these lines, have shown a small profit and this has brought down the average cost to the figure mentioned. How far it would be possible to deal with landing grounds on an aerial route in this manner is a doubtful question. Grazing on landing grounds is a matter that requires very close attention, and it is necessary to pen the stock or place it under the control of a shepherd or dog. Experi ence has shown that in the daytime sheep only should be permitted to graze on landing grounds of which any extensive use is made. On grounds which are not in use during the night, stock of all descriptions can be grazed from dusk to dawn. If no arrangements for grazing or laying down to hay are permissible, the estimated cost of hire would be £1 10s. per acre. Com pulsory powers for purchase or hiring in default of agreement will be neces sary. 10. Marking.—It is difficult from the air to distinguish landing grounds from the surrounding country, and they, therefore, require marking in a distinctive manner. A chalk circle 100 ft. in diameter and with a band .3 ft. wide, has proved very effective, and can be seen from practically any attain able height on a clear day. It is necessary to keep the sign a good white colour so that it stands out wen, and this is done by lime-washing the chalk from time to time. The name of the ground should also be marked in chalk letters 15 ft. long by 3 ft. wide. Emergency srrounds should have a distinctive sign to distinguish them from regular landing grounds. 11. Lighting.—Numerous experiments in methods of lighting landing grounds have been tried. The result of a large amount of experience in night Hying is that pilots prefer simple methods. A number of paraffin or petrol Hares, arranged in such a manner as to indicate the existence of a landing ground and to illuminate the landing area, has proved the most effective method. The position or number of the flares can be varied in a similar manner so as to indicate to a pilot the locality of the ground. In some cases, it is necessary to indicate obstacles on the approaches to and exits from landing grounds by red lamps. There are various minor details in connection with the lighting of landing grounds which require consideration, as to which detailed information can be given if required. The above particulars will, however, suffice to show that in the ordinary way the lighting of these grounds is a simple and relatively inexpensive matter. 12. Maintenance of Landing Grounds.—The grass requires cutting or grazing aud the ground rolling from time to time. 13. Summary of estimated expenditure on preparation and hiring. (a) Landing grounds (average, 60 acres).— Preparation Accommodation (including telephone connection) Compensation (other than crops) Compensation for crops (6) Emergency grounds- Preparation Compensation (other than crops) Compensation for crops Arable. £ 1,500 400 500 240 £2,640 750 53" 240 £1,340 Pasture. £ 1,500 400 Son 6a £2,460 75° Jjo 60 £1,160 Hiring : This will average £60 per annum in each case, or, if no grating or laying down to hay is permitted, £00 per annum. August ijrd. 1917. 119
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