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Aviation History
1919
1919 - 0458.PDF
llid^sJ trials were held, each one more successful than the last, until the time came when the car was accepted as a concrete proposition and motoring and the car became a cult. As we have said, the aeroplane is in the same position now, and nothing will assist more materially to bring it to that stage of commercial perfection which is essential, or to imbue the public with the necessary confidence in its stability, than trials ana competitions such as that proposed by the Echo de Paris. We trust that as soon as the intentions of the Government with regard to private flying are made known, some public-spirited person or body will come along with a similar proposal here. • • • During a period of nearly two years, Standardisa- the British Engineering Standards 4l5ln Association has been responsible for Aircraft Tne preparation of all specifications Materials for aircraft materials on behalf of the D.A.P. Some seventy standard speci fications were actually issued, and a further sixty were practically complete at the cessation of hos tilities. It is perfectly clear that this work must go on, and we are, therefore, pleased to know that the Air Ministry has requested the Associa tion to continue the preparation of specifica tions for aircraft materials and parts, as well as to undertake their distribution, together with the issue of manufacturing notes and instructions on testing procedure which were formerly prepared and issued by the Technical and Inspection Departments of the D.A.P. It is further satisfactory to know that, with the approval of the Main Standards Com mittee, the Association has consented to carry out this work. It is now proposed to reorganise on a peace basis the various sub-committees concerned with the preparation of these specifications. These sub-com mittees when reorganised will undertake the revision of the specifications for peace purposes, and in the meantime the whole of the specifications in use by the D.A.P. have, for immediate purposes, been adopted as interim British standards. There is no doubt of the value of this institution. The preparation of specifications by the British Engineering Standards Associations in the manner to be adopted, whereby manufacturers and users, as well as technical officers of the Government Depart ments and experts from research laboratories and colleges, will co-operate in their production, cannot fail to be of inestimable use and value to all concerned with aircraft production. Moreover, it must have a marked influence in other directions. The general public will, as a matter of course, have the more APRIL IO, 1919 confidence in the structural security of aircraft when it is realised that every bit of material employed has to pass a certain standard, while the problems connected with insurance cannot fail to be greatly simplified by the use of these standard specifications, which ensure a uniform standard of construction providing, of course, design is right. H HI When Civil Flying May be Resumed WHEN it was found impossible to arrange for civilian flying to be resumed on April 1, it was hoped that the ban would only have to be prolonged for a month, but it now looks as though it will not be removed before June 1. It is under stood that Gen. Sir F. H. Sykes, the Controller of Civil Aviation, has been kept so busy at the International Con ference at Paris, that it will hardly be possible to complete the necessary arrangements before that date. The Canadian Air Force THE organisation of the Canadian Air Force is pro ceeding slowly, and it is stated that Col. Mulock, of the Cana dian Overseas Ministry, is sailing for Canada to assist the Dominion Government in regard to the establishment and personnel of the new force. It has been decided that two It is pleasing to note that considerable The activity is being manifested on what S°CiiofSide may be termed the social side of the Flying Aying movement. All over the country there is talk of the formation of flying clubs, several of which are of quite an ambitious nature. At Hendon, where one of the largest of these clubs is to be inaugurated in the near future, a good deal of progress has already been made with the buildings which are to form the headquarters of the London Flying Club. The main object of the club is to provide a social institution, on country club lines, essentially linked with flight. Arrangements have been made, or are in process of negotiation, with other flying clubs for an interchange of facilities between their respective members. For instance, such arrangements have been made with the Sussex County Air Club, which is taking over the old aero drome at Shoreham, so that members of the London club will be able to fly down to Shoreham, spend the day there and fly back to town, the single journey occupying only about half an hour. We look to see a great deal of good to the whole movement come out of the institution of these clubs. Again going back to the analogy of the car, it was the early clubs associated with motoring, formed primarily for social and pleasure purposes, that assisted materially to give a vogue to the movement. Beginning with the car used purely for pleasure, the members of these clubs soon began to take a more practical interest in the possibilities of the vehicle, and out of the mass of experience gained emerged the great automobile movement as it has developed to-day. We make no scruple about stating our firm belief that had it not been for these clubs and associa tions, which even though they may be superfluous to-day were the backbone of motoring in its infancy, automobilism would have been ten years behind its present development. There is no reason to think that the flying clubs which are springing into existence will be any less useful to aviation. On the contrary, there are strong reasons for thinking that then- sphere of usefulness will be much greater than that of the early motoring clubs, and from that point of view alone, to say nothing of others that will suggest themselves, we welcome their advent with something akin to enthusiasm. B B Canadian squadrons training in England will be sent home as complete units. The United States Air Service FROM information published in Washington, it appears that the plans of the United States Army Air Service call for 1,700 aeroplanes in use with 3,400 in reserve, while the establishment personnel will consist of 1,923 officers and 21,853 men. There would be 87 service squadrons, of which two will be assigned to coast defence work, 20 will be pursuit squadrons, and 25 observation bombing squadrons. A typical United States squadron includes 18 planes. Brig.-Gen. William Mitchell, who was in charge of the flying service with the United States Expeditionary Force, has succeeded Maj.-Gen. W. L. Kenly, as Director of the United States Army Air Service. 458
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