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Aviation History
1922
1922 - 0116.PDF
is a little unkind to give the impression that the results are open to grave doubts. That they need to be used with a certain amount of discretion may be admitted, but the majority of designers at work to-day have had sufficient experience to enable them to use their discretion sufficiently to ensure that no machine is built which falls very far short of the estimated figures. With regard to the question of stability, we think that here is a field for legitimate research, and one which should be explored vigorously at all costs. The problems of longitudinal stability are fairly well understood, but lateral stability-and control at angles near the critical angle are still problems which require research. The value of being able to decide the problems is so great thab whatever the cost the necessary funds should be provided. Another item which, as the Director of Research pointed out, is one of the very greatest importance, is that of the aero engine. If, at one stroke, it were possible to produce an engine witfe ioo per cent, reliability, many, indeed most, of our troubles would be over. Night flying and flying in fog and clouds would present but few difficulties then, and if, coupled with such reliability, our ideal engines were at the same time more economical in fuel, safer from fire risk, and not very much heavier, we should be on the threshold of the new era of commercial aviation. By this we do not mean that civil aviation cannot attain commercial success with the present engines. We firmly believe "that it can, but our ideal engine would bring that day very much nearer. It appears to be fairly generally agreed among engine experts that the petrol engine has reached, for all practical purposes, the limits of its development as regards thermodynamic efficiency. If another io per cent, efficiency can be attained that is about all that can be expected, even theoretically. As Mr. Alan Chorlton pointed out, if we are to have any hopes of great improvement, we must attack the problem metallurgically rather than thermo- dynamically. There is as yet no means of estimating by how much the weight of an engine could be reduced by the use of lighter metals. Here then is a field for research which gives fair promise of important results. And it is not as if the discovery or invention of new metals were of use to the engine maker only. For each new metal, as its properties become known, new uses are constantly being found. So also in this case. While the immediate object might be steel or other alloys for aero engines, the production of such alloys would in all probability be hailed with satisfaction by aircraft makers also, to mention only one field which would profit by research not undertaken primarily on its own account. The Diesel, or direct injection, engine as applied to aircraft is a problem which is being attacked all over the world, and here it appears that the best procedure is, as suggested by Professor Burstall, to carry out research on methods of injection and similar problems rather than to attempt to run before we have learned to walk, by building complete engines. In this field also, incidentally, the pro duction of new and lighter metals would be of at least as great benefit as it would to engines of EI H FEBRUARY 23, 1922 the present type, so that when the day comes, as assuredly it will, when we can produce direct-injection engines, the new metals would help materially in making them applicable to aircraft. • • • Elsewhere in this issue of FLIGHT will Standardising be found a report of the International MooHnTs Conference called, we believe, mainly etc. ' on tne initiative of that indefatigable worker for the cause of airships, Mr. Ashbolt, Agent-General for Tasmania, and Com mander Boothby, R.N., to discuss the possibility of standardising, or at any rate agreeing upon, certain lines upon which to work the mooring, fuelling* and gassing arrangements for airships. Representa tives of a number of countries were present at the conference, and much good work was done, and certain recommendations made. If it is true that aircraft development will be largely international in character, then it is the more so as regards airships, which are primarily intended for long-distance, and therefore international, flying. At the present time, when no country is doing a great deal with commercial airships, it is not a very difficult matter to lay down certain rules and regulations for such details, whereas in a few years' time, when several countries have got started with their own particular arrangements, it would be much more difficult to get these altered than if certain arrangements had been agreed upon from the start. We therefore welcome this con ference, and feel certain that it cannot fail to do a great deal of good, which will be appreciated, possibly, more in a few years' time than it can be at the present moment. • * * When the first 1,000 H.P. Napier * n/Ul. " Cub " made its appearance just 1,000 n.p. , rr. , •> Napier about one year ago, the fact was hailed with general satisfaction by reason of this country being the first to produce a really first-class single unit of this power. The second engine, incorporating certain improvements suggested by experience gained with the experimental engine, is now completed, and no time is being lost in installing it into a special aeroplane. As this 'plane is built for, and is the property of, the Air Ministry, nothing may be said about it, nor about the purpose for which it is intended. We have seen the machine and we have seen the engine (which is dealt with elsewhere this week), but not, it is true, in place in the machine, and we feel confident that the ensemble represents a combination which a good many nations would pay a great deal to possess. We must leave it at that, and hope that it may be found possible to spare one or two " Cubs " for experimenting with commercial machines with single engines of this power. No doubt the demand from the Air Force will be great, but the possibilities of the commercial utilisation of an engine of such power are equally great, and the -existence of the " Cub " should open up a new field in commercial air activity. Our heartiest congratulations to the makers of the " Cub," and to the makers of the " mystery " machine upon the honour of being the first to be allotted an engine of 1,000 h.p. H E The "Roma" Wrecked. being only 10 survivors—the exact number of persons on As we go to press news comes to hand of an unfortunate board is not stated. The cause of the accident is not at airship disaster, at Hampto.i Roads, Virginia, to the U.S. present quite clar, but apparently her elevator broke, causing semi-rigid "Roma," which was recently purchased from the airship to dive and crash into one of the buildings of the Italy. It is feared that the loss of life is about 30, there Naval Base. Some high-tension electric cables ignited the gas. Il6
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