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Aviation History
1922
1922 - 0101.PDF
FEBRUARY 16, 1922 safety in any direction ; it certainly is not the case at the two aerodromes just mentioned, and it appears almost easier nowadays to tear down a dynasty than half a dozen poplar trees. Further, there is not a single public aerodrome properly equipped with apparatus by which loaded aeroplanes can be readily weighed or the position of their centre of gravity determined, and it is nothing short of remarkable that more accidents do not occur as the results of ignorance as to these two vital factors. Meteorology and Wireless Services.—Experience shows these two services to be the twin guardians of safety in the highest possible degree. Times innumerable, machines have been saved from danger by timely warning by wireless telephone of sudden changes in the weather conditions, apart from which in a very large number of cases, it would not be possible to undertake the journeys at all if it were not for the meteoro logical information transmitted by wireless beforehand. During the past year the departments responsible for this work have made rapid strides towards perfecting their organisation. The services also of the Marconi Company and the constant work of their able staff on the development of wireless telephony has been of the very greatest value, and the improvements that have been made are of a most substantial and gratifying nature. Any suggestions that have been made for the improvement of these two departments are generally concerned with a possible subdivision of the work in the wireless department. At present there is no wireless operator acting solely as watcher and guide to the machines in the air. At one moment an operator may be talking to a machine, and then for fifteen minutes or more he may be engaged on transmitting or receiving weather reports or writing out messages. It is considered that the work should be divided, and one or two operators should do nothing but talk to machines in the air, keeping them posted all the time on weather conditions and other necessary information, giving them a bearing even in fine weather, and in effect helping the machines with all the meteorological and other information that becomes available as their journeys proceed. In view of the expected increase in traffic next year, this question assumes a very real im portance. In the Meteorological Department one could sometimes wish for a little greater promptitude in the reports, and especially with the reports from French stations. On many occasions machines have had to leave this side only very scantily informed of the weather conditions existing over long stretches of the route in France, and in some cases with no information except some several hours old. As a result passengers have been landed in all sorts of out-of-the-way places. It is considered by the author that the safest policy is not to send passengers off unless and until complete reports are available showing a safe route for navigation along its entire length, but this obvious desideratum cannot, of course, be obtained unless the meteorological and wireless depart ments on both sides of the Channel are working at 100 per cent. efficiency. Greater Apparent Safety.—At present aeroplanes often do not look and sound as safe as they actually are. The average man in the street taking to the air for the first time is often rendered extremely nervous by the unmuffled roar from engines giving hundreds of horse-power. Most passengers complain of deafness after a flight and also of not being able to talk, except with the greatest difficulty, when en route. There are at least two proved types of efficient silencer available, which are easy to fit and low in cost, and it is hoped that this year may witness their general adoption. Pilots should as far as possible avoid any sudden alteration in position of the machine, and should also abstain from unnecessarily sharp turns involving undue banking. A careful and considerate pilot can do much towards establishing the confidence of his passengers. Many of them do not like being seated in or near the line of the propellers in twin- engined machines. It may be quite all right, but it does not look safe, and many passengers also do not feel safe when sitting facing the tail of the machine. It is considered that every effort should be made to sit all the passengers facing forward with sufficient leg-room, comfortable chairs and a clear outlook. Comfort.—In addition to the problem of increasing the safety and the apparent safety of flight, there is the added difficulty of providing a machine that can favourably compare with other forms of transport in the matter of comfort. Most passenger cabins are either too hot or too cold, and there does not appear to have been any serious endeavour to arrange for a sufficiency of fresh air without draughts. Lieut.-Col. C. B. Heald, C.B.E., Medical Adviser, and Wl ng-Comdr. Beatty, C.B.E., A.F.C., Deputy Controller, Department of Civil Aviation, Air Ministry, have carried out some very valuable experimental work in connection with the ventilation of aircraft, and with the data now available there is little excuse for the continuance of the discomfort and illness that has been caused in the past through inatten tion to these important questions. In machines fitted with water-cooled engines it shouldjfoe a comparatively simple matter to fit specially light hot-water radiators in the cabins in parallel with the main engine cooling circuit, and with air- cooled engines a portion of the cooling air flow, not the exhaust, could be passed through light tubes. Luggage.—The difficulties in dealing with passengers' luggage have also to be surmounted before the travelling public can be diverted from the railways in the necessary numbers. In the past about 30 lbs. weight has been allowed for free luggage, but, as can easily be seen by watching the departure of the boat trains, there are only a relatively small proportion of passengers whose luggage does not exceed this weight. There is also the difficulty with regard to the size of the packages that can be taken. There is sometimes plenty of room in the fuselage, but the doorway is too small. All these things may seem very trivial to the makers of the machines, but the inconvenience caused to the public and the operating companies is enormous. The author is of the opinion that the maximum weight of free luggage allowable must be raised, that the charge- for excess luggage must be reduced, and that companies shall not part a traveller from his baggage. Landings en route.—Another serious source of inconvenience to passengers is the delay that arises if they should be unfor tunately landed anywhere else but at an aerodrome at which a Customs officer is stationed. First the pilot must find a constable, who on arrival in effect arrests all the passengers and conveys them to the nearest police station, perhaps several miles away. Here they are put through their paces by the Superintendent, who then retires to consult his numerous notices and regulations in order to see the next move. He then proceeds to impound all the passports and send for the nearest Customs officer, which may involve a hunt through all the hotels for miles around. After he has been found and has conducted his examination, passengers are free to proceed to the nearest main line and catch a train, if there is one left, but without their passports, which remain at the police station, from whence they are sent to some authority in London. This actual case is recommended to the notice of the authorities in the hope that something can be done to reduce the delay and inconvenience that so often accompanies what is obviously a perfectly bona fide forced landing of a well-, known machine and pilot. The remedy is in the hands of many. Firstly, it is essential that we procure international co-operation with a view to improving the system of reporting the weather en route. It ought to be made impossible for pilots to have to land at all sorts of out-of-the-way places because of unforeseen weather conditions, and if bad weather comes up suddenly they should be warned by wireless in time to enable them to retrace their steps to the nearest aerodrome. Designers also should sit down deliberately to design a bad-weather aeroplane in which the probability of arrival at the proper destination is as great as in the case of, let us say, an Atlantic liner. Much improvement could be made if the principle involved were adopted. In such a machine, for example, amongst other important features, great care would be devoted to the position of the compass and the wireless equipment, as a full and proper use of these has a most important bearing on the subject. Further, the operating companies themselves are divided into two distinct camps. There are those who consider that the public must have reliability, and that this means relia bility of departure ; the other school of thought believes that reliability involves reliability of arrival, even though it may involve gaps in the programme of start. It will probably be found that the business as a whole will best be encouraged by adopting the alternative policy. Cost of Travelling by Air.—The old price for a ticket to Paris was /io, and when the fare was reduced to £6 the number of passengers increased very considerably. The question that naturally arises is, can the required volume of traffic be obtained whilst the fare is so much higher than that charged by train and boat ? The standard reply is that the difference between the first-class fare and the price charged is only small, but is this a fair way of looking at the question ? Considering that much of the aeroplane accommodation has been only fourth class (and that flatters some machines), it would appear to be a wrong basis for comparison. If the companies believe they will obtain their full volume of passengers from the rich there is 101 C 2
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