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Aviation History
1922
1922 - 0498.PDF
AUGUST 31, 1922 by the personal exertions of the occupants during flight and which is not supported either wholly or in part by any gas which is lighter than air. Timing.—The timing of flights will be taken from the moment at which free flight commences until first contact with the earth. The machine must have no connection with the earth during flight. Alighting.—The alighting must take place within an area which will consist of a circle of a radius of approximately 800 yards measured from the official point of departure. Entries.—Entries must be made to the Royal Aero Club, 3, Clifford Street, London, W. 1, not later than 5 p.m. on Saturday, October 7, 1922. There is no entry fee. The Royal Aero Club, in the interests of safety, reserves to itself the right to refuse any entry and /or to prohibit the flight in the competition of any competitor if it considers the flight would be dangerous. Accommodation.—Information as to accommodation for the competing machines will be issued later. General Conditions. 1. A competitor, by entering, thereby agrees that he is bound by the Regulations herein contained or to be hereafter issued in connection with this competition. 2. The interpretation of these Regulations or of any hereafter issued shall rest entirely with the Royal Aero Club. 3. The competitor shall be solely responsible to the officials for the due observance of these Regulations, and shall be the person with whom the officials will deal in respect thereof, or of any other question arising out of this competition. 4. A competitor, by entering, waives any right of action against the Royal Aero Club or the proprietors of the Daily Mail for any damages sustained by him in consequence of any act or omission on the part of the officials of the Royal Aero Club or their representatives or servants or any fellow competitor. 5. The machine shall at all times-be at the risk in all respects of the competitor, who shall be deemed by entry to agree to waive all claim for injury either to himself, or his passenger, or his machine, or his employes or workmen, and to assume all liability for damage to third parties or their property and to indemnify the Royal Aero Club and the proprietors of the Daily Mail in respect thereof. 6. The Committee of the Royal Aero Club reserves to itself the right to add to, amend, or omit any of these rules should it think fit. Capt. W. H, Sayers, Squad.-Ldr. M. Wright and H. E. Perrin, who made a tour of the South of England to inspect sites for the competition, made a report, and it was decided to defer the selection until a later date. Offices: THE ROYAL AERO CLUB, 3, CLIFFORD STREET, LONDON, W. 1. H. E. PERRIN, Secretary. trtx Married GUY GEORGE HOUSSEMAYNE DU BOULAY, R.A.F., only son of Mr. and Mrs. Ralph Houssemayne Du Boulay, of East Grinstead, was married on August 23 at St. Mary's, East Grinstead, to RUBY VIOLET EMMELINE, youngest daughter of Mr. GODFREY KNOX, of Sally Park, Templeogue, co. Dublin. HENRY MICHAEL MOODY, M.C., R.A.F., only surviving son of the Rev. Henry Moody, Vicar of Welshampton and Rural Dean of Ellesmere, and Mrs. Moody, was married on August 3, at St. Aubin's Church, Jersey, to AUSTIN ROBINA (BOBBIE), youngest daughter of Mr. and Mrs. C. A. HORN, of Beaumont, Jersey, and Adelaide, South Australia. Flight-Lieut. GERARD STEPHEN ODDIE, D.F.C., was married on August 3, at St. Peter's, Falcon Avenue, Edinburgh, to HELEN CHALMERS, only daughter of ALAN LOCKHART MENZIES, W.S., Larch Grove, Balerno, Midlothian. To be Married A marriage has been arranged, and will take place in the autumn, between DOROTHE, widow of Captain JACK BARNATO, R.A.F., and daughter of Mr. and Mrs. Joe Lewis, and LORD PLUNKET son of the late Lord Plunket and Lady Victoria Braithwaite, and nephew of the Marquess of Dufferin and Ava. Killed ROBERT BLAINE LUARD, R.A.F., who died on August 17, in India, as the result of an aeroplane accident, aged 24, was the second son of Maj. Luard, R.E. Items The will of the late Mr. DAVID WILLIAMSON STEWART PATERSON, sometime of Broomlands, Kirkcudbrightshire, later 2nd Lieut. R.F.C., has been proved at ^8,250. The will of the late Mr. ARTHUR CHARLES SPENCER, aircraft manufacturer, of 52, Highgate Hill, N.W., formerly of 6, West View, Highgate, N., has been proved at £21,196. Capt. JUAN LEGUIA Y SWAYNE, Air Attache to the Peruvian Legation, left London on August 17 for Berlin. Lieut. WILLY COPPENS, Assistant to Military Attache of the Belgian Embassy for Air Service duties, left London on August 17 for Brussels, on leave. Lieut. G. F. C. FLORMAN, Military Attache to the Swedish Legation for Air Service duties, returned to London on August 22 from Paris. Capt. JUAN LEGUIA, son of the President of Peru, Air Attach^ at the Peruvian Legation, and Senora G. de Leguia, left London on August 28 for Lima. Major NOBILE CARLO M. GRAZIANI, Air Attache to the Italian Embass ^ left London on August 29 for Geneva. H H H m NOTICES TO AIRMEN Swinging of Compasses in Aircraft 1. Compasses in aircraft, owing to their delicate con struction, are liable to be thrown out of truth by many different causes. A compass should, therefore, be swung whenever, for any reason, there may be a doubt as to its accuracy. In particular, the compass should be swung :— (1) On change of position of any magnetic material in the vicinity of the compass, such as change of an engine, electrical or Wireless equipment, etc. (2) On replacement of the compass in an aircraft by another. (3) After the aircraft has been standing in one position for four weeks or more e.g., after undergoing overhaul or large repairs). Germany's Civil Aircraft IN our issue of May 18, 1922, we published the regulations drawn up by the " Committee of Guarantees " (which replaces the Inter-Allied Aircraft Commission) in respect to the manufacture of German aircraft. The following is a list of German " Civil " aircraft complying with these regulations : i,1 Dornier " Dragon-Fly " flying boat (60 h.p. Siemens); 2, Junkers J15 Limousine (60 h.p.) ; 3, Junkers J16 Limousine (60 h.p.) ; 4, L. F. G. V20A mono-seaplane (230 h.p.) ; 5, L.F.G. V13 bi-seaplane (220 h.p.) ; 6, L.F.G. V18 bi- seaplane (220 h.p.) ; 7, L.F.G. V8 bi-flying boat (120 h.p.) ; (4) At any time when the accuracy of the deviation table is open to doubt. (5) In addition, after a bad landing, the cap and pivot should be tested. 2. Pilots should keep a constant watch on the behaviour of, and take every opportunity to test, their compass whilst flying over a long stretch of road or railway, the magnetic bearing of which has been ascertained beforehand. It is only by the constant use of the compass during fine weather and when the ground is visible that pilots will obtain sufficient confidence in the reliability of their compass to enable them to be assisted by it under adverse weather conditions. (No. 92 of 1922.) m a 8, Casparwerke P.F. 4 seaplane (220 h.p.) ; 9, Stikbing sport biplane (25 h.p.) ; io, Stubing single-seater mono (25 h.p.) ; 11, Entler Sport biplane (25 h.p.) ; 12, Hermann Venier (50 h.p.) ; 13, Max Schiiler (50 h.p.) ; 14, Dornier Cm mono (230 h.p.); 14, Dornier Cii "Dolphin" mono-flying boat (230 h.p.) ; 16, Zeppelin twin-engined monoplane (4,120 h.p.) ; 17, Casparwerke seaplane (260 h.p.) ; 18, Alba tross (230 h.p.) ; 19, Fokker Limousine mono. (160 h.p.); 20, Junkers Limousine (160 h.p.) ; 21, Sablatnig Limou sine mono. (220 h.p.); 22, Sablatnig Limousine biplane (220 h.p.). 498
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