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Aviation History
1920
1920 - 1021.PDF
SEPTEMBER 23, 1920 Single-Engine Float-Type Seaplane " : Fuselage.—Since this type of seaplane will be required to carry either passengers or cargo, it is essential that the fuselage be designed as free as possible from cross bracing wires. The fuselage may be much larger than was customary in War-type seaplanes. Seating accommodation for at least three passengers should be provided. Main Floats.—These should be solidly constructed with bulkheads and equipped with drainage system, draining into a well. Floats should be designed in such a way that the installation of an aerial camera in the fuselage can be made possible : that is to say, the inner sides of the floats should not interfere with the angle of the camera lens. This may neces- sitate spreading the floats more than usual. Provision should be made for a camera with six-inch lens to be installed. Provision must be made for landing on snow or ice. Tail Floats.—The provision of a tail float is optional, though /better results seem to have been secured with seaplanes built ^ along German lines, i.e., long main floats and no tail floats. Lifting Surfaces.—Ailerons and rudders should be balanced. Elevator optional. If convenient, arrangements for folding wings can be made; this is desirable. Petrol System.—Petrol should be fed from main tank to gravity tank by rotary pump. Main tank should be placed between the engine and the pilot. Gravity tank in main plain. Tanks to be designed so that they can be filled rapidly fjom a central supply. Both pressure and gravity feed system desirable. Petrol Capacity.—Tank capacity should be provided for at least ten hours' flying at cruising speed. Engine.—Rolls-Royce VIII " Eagle," modified type. Cooling System.—Provision should be made for warming oil leads and water connections for winter flying. Controls.—Dual control, wheel type. Radiator.—The control of water temperature should be such as to provide against extremes of temperature ranging from 6o° below zero to ioo# in the shade. A large cooling system and radiators with large shutters must be provided. Canopy.—Provision should be made to convert an " open seaplane " into a cabin type when necessary to protect pilot and crew in winter flying. Factor of Safety.—Not less than 8 to 1 throughout. Loading.—Provision should be made to carry as large a load of cargo as is compatible with other specifications. Speed.—Full-out speed not less than 100 m.p.h. Climb.—Rate of climb is of comparatively little importance. It is essential, however, that the first 2,000 feet be climbed rapidly. Ceiling.—With full load, 14,0(00 feet. Landing Speed.—As low as is compatible with design. Construction.—It is of primary importance that machines for use in Canada be designed with a view to lasting qualities. The substitution of metal for wood, or any other means taken to prolong the " life " of the aircraft and hence decrease the depreciation will be favourably regarded by the Air Board. - Twin-Engine Aeroplane. Fuselage—Fuselage should be much larger than was pro- vided in War-type aeroplanes, and should provide accommoda- tion for pilot and three passengers. Seats in the fuselage should be removable, and space usually occupied by passen- gers made available for cargo. Under-carriage.—The under-carriage. should be designed to provide more strength than was the case in War-type aero- planes. It should be borne in mind that aerodromes in Canada are not so perfect as those in England, and rough landings over uneven ground must be provided against. Provision must be made for landing on snow or ice. Petrol System.—Petrol system to be designed in such a way as to provide both pressure and gravity feeds. Main tank should be placed between the engine and pilot. Petrol Capacity.—Tank capacity should be provided for at least ten hours' flying at cruising speed. Engine.—Any standard type in production. Cooling System.—Provision should be made for warming oil leads and water connections for winter flying. Radiator.—XThe control of water temperature should be such as to provide against extremes of temperature ranging from 60° below zero to ioo° in the shade. A large cooling system and radiator with large shutters must be provided. Controls.—Dual control. Canopy.—Provision should be made to convert an " open machine " into a cabin type when necessary to protect pilot and crew in winter flying. Factor of Safety.—Not less than eight to one throughout. Loading.—Provision should" be made to carry as large a load of cargo as is compatible with other specifications. Speed.—Not less than 100 m.p.h. full out. Climb.—Rate of climb is of comparatively little importance. It is essential, however, that the first 2,000 feet be climbed rapidly. Ceiling.—With full load 14,000 feet. Loading Speed.—As low as is compatible with design. Flying Capabilities.—Only those machines which are capable of flying in the air with full load with one engine completely cut out will be considered. NOTICES TO AIRMEN Aerodrome List Amendments Notice to Airmen, No. Si (Consolidated List of Aerodromes) IT is hereby notified : Additions and Amendments to of July 20, are as follows :— LIST B.—(b) Stations Temporarily Retained for Service Purposes The following should be deleted :— Aerodrome. ^ Name. Shoreham Thetford Lat. 500 50' 20'N. 520 23'30" N. Long. o° 17' 30" W. Height above sea-level. 10 ft. 100 ft. Nearest Railway Station. Shoreham (L.B.&S.C.R.), 1 mile Thetford (G.E.R.), 2 miles Nearest Town. Name. Brighton Thetford Distance from Aerodrome in miles (by road). 6| 2 True Bearing from Aerodrome, E. K.W. LIST C.—Licensed Civil Aerodromes, (b) Civil Aerodromes Licensed as " Suitable for Avro 504 K and Similar Types of Aircraft only." The following should be added :— _ Brighouse, Thornhills Lane Sheringham 530 42' 30" N. 52° 56'0'N. i' 45' 30' W. 13'0'E. 400 ft. 80 ft. Clifton Road (L.&Y.R.), 1 mile Sheringham (M.&G.N:) mile Notice to Airmen No. 97. Brighouse Sheringham N S.W. N.N.W. R.A.F. Cadet College Professorship the Manchester College of Technology, and Owen's College, DR. O. S. SINNATT, M.C., D.SC, M.SC, Lecturer in University of Manchester. He went to France with the Mechanical Engineering, London University, King's College, 2nd London Regiment early in 1917, and was severely since 1905, has been appointed to the Professorship .of wounded at Poolcappelle. After his return from hospital, Aeronautical Science at the R.A.F. Cadet College, Cranwell. he was attached" to the Air Ministry as a Technical Officer Dr. Sinnatt was born in Liverpool in 1882, educated at and served in the Instrument Division. ; - . 1023 • . •„: -/: • ... • ••.--yf
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