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Aviation History
1923
1923 - 0614.PDF
By DOUGLAS B. ARMSTRONG ^ Turkish Air Stamps THE latest addition to the ranks of countries issuing special stamps for aerial postage is Turkey, who is reported to have introduced a series of five air post stamps of triangular design in connection with the recent extension of the Trans-European air mail service to Constantinople. Examples of these stamps themselves have not yet come to hand. Casablanca-Dakar Covers MR. ALAN TURTON, who specialises in air postage, has shown us one of the souvenir envelopes sold by the Aero Club of Morocco on the occasion of the experimental air post flight on May 3 to 5 last. These envelopes have a brilliant red border with a space for the 75 centimes air stamp in the top right-hand corner, and the device of an aeroplane propeller at the bottom to the left, and were further impressed in red with a rectangular handstamp inscribed " AERO-CLUB DU MAROC—Inauguration de la ligne aerienne—CASABLANCA— DAKAR—Lignes aeriennes—LATECOERE." In all 250 letters were carried by the three 'planes that took part in the flight. A RETURN journey was made by two 'planes only on May 11, 22, 1923, one of which carried a mail bag containing about 650 letters and postcards. All were franked with ordinary 25 centimes postage stamps of Senegal, and were impressed with the circular cachet of the Mairie of Dakar, containing a seated figure of the Republic in the centre. " Alcock " Air Mail APROPOS of the remarks on '' flown-covers '' which appeared in this column on September 20, a correspondent writes that not all genuine Alcock-Brown Trans-Atlantic air mail letters bear the London receiving mark of June 17, 1919, as the paragraph suggests, but that a still more certain test for actually flown letters bearing the " Alcock " stamp is that they should show the postmark of Harbour Grace, Newfoundland, for June 14, 1919, which was struck upon all letters put on board the Vickers-Vimy machine on the day of the actual flight. French Guyanaise Air Line .U :-..:•.• A SET of air post stamps seldom met with by British aero- philatelists is that issued under authority of the French Colonial government by the Compagnie des Transports Aeriens Guyanais, by whom a regular bi-weekly service was maintained between Cayenne, Inini, and St. Laurent, from July, 1921, until November, 1922. The stamps issued by the company to denote the supple- mentary air post fee of 75 centimes were locally printed and of an exceedingly primitive character. The first type, struck by means of a wooden handstamp, is apparently intended to represent an aeroplane in flight, above the initials T.A.G. Both red and violet impressions exist. The next issue was a trifle more ambitious, being set-up from printers' type in oblong format with the winged device of the firm in the centre, " T.A.G." above and value in figures beneath. In September, 1921, a new stamp was brought into use in the design of a large upright rectangle with a crude Mercury head in the centre, and inscribed " TRANSPORTS AERIEN GUYANAIS— O-75." Another type current about the same period had the device of a winged shield bearing figures of value in the centre and similar inscriptions, but in oblong format. As from October, 1921, the use of these semi-official air post stamps ceased, and all charges were prepaid in the regular postage stamps of the Colony down to November, 1922, when the service, which had been irregular for some time, was finally suspended. Readers are invited to forward to the Editor of FLIGHT letters, etc., bearing aerial stamps or postmarks for mention in this column, as well as out-of-the-way varieties, etc. We shall also be pleased to hear from correspondents interested in air-stamp collecting, and to answer any queries. OCTOBER 4, 1923 CORRESPONDENCE [The Editor does not hold himself responsible for opinionsexpressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters intended for insertion in these columns.] SAFETY IN FLYING [2069] It is generally recognised that about 90 per cent, of serious flying accidents are due to the loss of minimum flying speed, and consequent stalling and diving. This sometimes applies to the pilot of considerable experience, but more often to the beginner. It raises the question as to what means there are of guarding against loss of speed. We can leave out of the question the matter of improved design, • both of machine and controls, and also reduction of landing speed, because whatever improvements there are in sight the danger attending loss of minimum flying speed—even if minimised—will still be present. If the pilot makes use of the A.S.I, loss of flying speed is practically impossible. It has been the custom, however, to- train pupils not to rely on the A.S.I., but to trust entirely to the feel of controls. It seems highly probable that this attitude is a legacy from the early days when A.S.I.'s were " comparatively unreliable, and it may have led to a convention " which bans the use of the instrument during training, and therefore for the rest of the pupil's career. I suggest that it may be very desirable to train pupils from the first to use the A.S.I., but it is not suggested that they should not also- be trained to fly by feel of controls. This might be done during dual instruction by covering up the A.S.I, on alternate ' days. A pupil should be imbued with the fact that loss of minimum flying speed is fatal, and this should be brought to his attention during training by every possible means. It may be suggested that the A.S.I, may fail at the critical moment—it may, once in a thousand times—or it may be suggested that there is too much " lag " in the instrument, but this is certainly not of serious amount during the ordinary manoeuvres of making a forced landing. The one golden rule of " Keep above minimum speed whatever happens" is often not sufficiently realised. We are not yet in sight of the " safe " machine that always does the right thing whatever the pilot may do. I suggest that the number of serious accidents might be greatly reduced by a more intuitive use of the A.S.I. G. DE HAVILLAND m m m m PUBLICATION RECEIVED Gear Tooth Grinding. The Gear Grinding Co., Ltd., Hands- worth, Birmingham. : - m m m m •/••:•' ' AERONAUTICAL PATENT SPECIFICATIONSAbbreviations : cyl. = cylinder ; I.C. = internal combustion ; m. = motot The numbers in brackets are those under which the Specifications will be printed and abridged, etc. , - -. APPLIED FOR IN 1922•''-•',, •-'••' " Published October 4, 1923 z — «,-5«7." j. V. MARTIN. Retractable alighting-gear. (176,386.) 12,494. ENGLISH ELECTRIC CO., LTD., and W. O. MANNING. Floats.(203,366.) 16,280. A. BEHM. Method of ascertaining altitude Of aircraft. (181,389. > APPLIED FOR IN 1923Published October 4, 1923 11,324. Soc. ANON, DES ATELIERS D'AVIATION L. BREGUET. Spark-syn-chronising device for engaging engines with a common propeller. (196,928.)20,946. J. V. MARTIN. Collapsible and retractable pontoons for aircraft.- '(203,646.) FLIGHT The Aircraft Engineer and Airships 36, GREAT QUEEN STREET, KINGSWAY, W.C. 2. Telegraphic address : Truditur, Westcent, London. Telephone : Gerrard 1828. SUBSCRIPTION RATES FLIGHT "will be forwarded, post free, at the following rates KINGDOM 3 Months, Post Free. 6 „ „ . d. 77 15 2 30 4 These rates are subject to any alte ABROAD* s. 3 Months, Post Free 8 6 „ „ 16 12 „ „ 33 tion found necessary d. 3 6 0 j y uuder abnormal conditions and to increases in postage rates. * European subscriptions must be remitted in British currency Cheques and Post Office Orders should be made payable to the Proprietors of " FLIGHT," 36, Great Queen Street, Kingsway, W.C. 2, and crossed London County and Westminster Bank, otherwise no responsibility will be accepted. 614
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