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Aviation History
1922
1922 - 0386.PDF
The under-carriage, under the maximum load brought about by the absorption of this amount of energy, must have a load factor not less than 1.15. The remainder of the structure under the same load must have a load factor of at least 1-25. With the aircraft resting on the ground the under-carriage must in no case have a load factor less than 4, nor the rest of the structure a load factor less than 4-5. To ensure adequate strength against side load, the under carriage must be sufficiently strong to withstand a side load equal to the weight of the aircraft applied at the axle. In cases (a 1), (a 2) and (b) above the load factor on the wings, with any one flying wire or pair of duplicate flying wires removed, must not be less than one-half that required in the normal case. The above instructions, together with Table I, embody the recommendations of the Load Factor Sub-Committee for Commercial Heavier-than-Air Craft. Racing Aircraft.—Aircraft which require a Certificate of JULY 6, 1922 Airworthiness in order to compete in public air races will be- granted a special form of certificate, the strength requirements being as under :— , Load factor throughout structure with centre of pressure in the most forward position in hori zontal flight .." . . .. .. .. .. 4 Load factor on wings with centre of pressure in the furthest back position in horizontal flight. . . . 3 Load factor in terminal nose dive .. .. .. r Load factor on fin and rudder and fuselage under side load of 30 lbs. per sq. ft. on fin and rudder. . 1 Methods of Calculation.—The above factors apply to air craft with two or more main planes and of normal construc tion. The factors are to be determined by the official methods published by the Directorate of Research. In cases of novel or unusual construction where the usual assumptions and methods of calculation cannot be directly employed, reference should be made to the Directorate of Research for a ruling as to strength requirements and methods of calculation. H H m m NOTICES TO AIRMEN Aerodrome Control : Croydon and Lympne IT is notified :— 1. Taking off—Croydon. (a) All pilots in charge of aircraft about to-leave the aero drome will obtain their order of priority in taking-off from the Civil Aviation Traffic Officer on duty for this purpose. (b) Pilots ready to take-off will await a signal from the C.A.T.O. to do so. Signals will be given to pilots in the order of priority allotted, and on receiving the signal pilots will take-off without undue delay. (c) In no case, however, will pilots take-off when other aircraft are about to land. 2. Landing—Croydon and Lympne. All pilots on arriving at the aerodrome will make at least one complete left-handed circuit of the aerodrome before landing, and will continue this circuit until in their opinion landing can be effected without risk of collision. 3-. Landing and Taking-off in Calm Weather—Croydon. (a) In calm weather at Croydon aerodrome all machines will take-off and land on some bearing between North-West and West. (b) Calm weather will be indicated by a white ring on the aerodrome in front of the Traffic Office. 4. All pilots in charge of aircraft using the aerodromes at Croydon and Lympne will conform to these regulations. (No. 62 of 1922.) London-Paris : Official Air Route Directions 1. With reference to the Convention for the Regulation of Aerial Navigation, October 13, 1919, Annex D, Section 5, para. 31, which reads as follows :— " In following an officially recognised air route every aircraft, when it is safe and practicable, shall keep to the right side of such route " ; an agreement has been reached between the British and French Governments whereby certain portions of the London to Paris air route have been defined as the officially recognised route, namely :— London to Paris Croydon to Oxted.—No official route. Oxted to Ashford.—The main railway line connecting these places. Ashford to Etaples.—No official route. Etaples to Abbeville.—Main railway line connecting these places. Abbeville to Ecouen.—The main road running through Abbeville, Poix, Grandvilliers, Beauvais to Paris. Ecouen to Le Bourget.—No official route.' 2. The following supplementary rules of the air have been; agreed upon by the British, French and Belgian Govern ments :— Where an official route has been defined, every aircraft shall :— (a) Keep at least 100 metres from the route when following, such route. (fc) Should the pilot deem it necessary to cross from the right side to the left side of the route, he must cross the route at right angles and as high as possible. Flight should not be resumed on the left of the route in a direction parallel to the route until the aircraft is at least 10 kilometres distant from it. (c) Similarly, should the pilot wish to cross from the left to the right side, the direction of flight must be at right angles to the route and as high as possible. (d) Where an aircraft is flying beneath low clouds, it shall be flown, as far as possible, below the cloud base in order to see and be seen. (No. 64 of 1922.) Wireless Telegraphy Stations in Operation in Connec tion with Civil Air Routes : Amendments IT is hereby notified :— (1) With effect from July 1, the Synoptic Reports and General Inferences issued on 1,400 metres C.W. by Air Ministry daily at 0600, 0800, 1400 and 1900 (G.M.T.) ; and 0915 and 2000 (G.M.T.) respectively will be transmitted on 4,100 metres C.W. The Synoptic at 0200 will continue on 1,400 metres as hitherto. The 0830 report will cease. (2) In cases where breakdown of the main set, or other delay in commencing transmission on 4,100 metres is occa sioned, should transmission not have been commenced at the expiration of ten minutes, the message will be issued on 1,40c* metres commencing at ten minutes after the routine hour. (3) Previous Notices affected :— The table in para. 1, Notice to Airmen, No. 43 of 1922, is amended accordingly. (No. 6; of 1922.) s E m H ROYAL AERONAUTICAL SOCIETY NOTICES Examination.—The first Associate Fellow ship examination of the Royal Aeronautical Society, in accordance with the new regula tions, will be held on September 25 (Part I) and September 26 (Part II), in the Library at 7, Albemarle Street, London, W. 1. Entries, . accompanied by the prescribed examination fee, should reach the Secretary at that address not later than Monday, August 28. R. 38 Memorial Research Fund.—It has been decided to utilise the Royal Aeronautical Society's R.38 Memorial Research Fund as follows :— (a) To the placing of a memorial tablet in the Society's offices. (b) To the awarding of an annual prize of 25 guineas for the best technical paper on aeronautics, prefer ence being given to those dealing with an airship subject. This prize to be open to international competition. (c) To the selection and collation of information on the development of design of airships to the present stage. The balance of the income being allowed to accumulate for the present. Usborne Memorial Fund.—The interest of the Usborne Memorial Fund is to be devoted to the award of a prize in every alternate year (unless the amount be such as to allow of an annual prize to the value of ^10) for a historical paper on any aspect of aeronautics. This prize will also be open to international competition. Detailed regulations for these two prizes are being drawn up. W. LOCKWOOD MARSH, Secretary 386
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