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Aviation History
1923
1923 - 0661.PDF
OCTOBER 25, 1923 NOTICES TO AIRMEN Switzerland : Height of Flight : Basle CustomsLanding Ground. 1. Height of Flight. The regulation regarding height of flight has been revised and is now as follows :—Over an inhabited area air- craft must fly at such a height that it is always possible to land in gliding flight outside such an area. The minimum height of flight over an inhabited area is 500 metres (1,640 ft.) except when circumstances prevent aircraft from remaining at this altitude, or in cases where arrangements are made to waive this rule on account of special local conditions. A minimum height of 500 metres must also be maintained when flying over an aerodrome. 2. Basle. Civil customs landing ground, owned by the Societe Aviatik, Basle ; situated 3A kms. E. of Basle on the south side of the Rhine ; Lat. 47° 33' N., Long. T 38' E. ; at an altitude of 885 ft. (No 78 of 1923.) Holland : Landing Grounds 1. The following landing grounds are available for use in cases of emergency only :— (i) Deventer.—Lat. 52° 15' N., Long. 6° 11' E. Situated on meadow land in the N.E. part of the Teuge or Bergwide, approximately 1A km. E. of the Ijssel river and 2 km. E.S.E. of Deventer railway station. (ii) Milligen.—Lat. 52° 13' N., Long. 5° 45' E. Situated on the military drill ground at Milligen, 15 km, W. of Apeldoorn and 2 km, E.S.E. of Garderen. (For further details apply to Air Ministry for Notice No. 82 ) (No. 82 of 1923.) Holland : Aerial Lighthouses IT is notified that the following aerial lighthouses are now in operation in Holland :— (i) Soesterberg, (ii) Waal haven (Rotterdam), (iii) Schiphol, (iv) Scheveningen (v) Kootwijk. Particulars of position, character of light, times of operation, etc., are given in detail upon the Air Ministry Notice. (No. 85 of 1923.) NOTICE TO GROUND ENGINEERS High Tensile Steel Fork Ends A.G.S. 168 to 178 and HighTensile Steel Turnbuckles A.G.S. 138 to 149 1. High tensile steel fork ends, A.G.S. 168-178, have been found unsafe, and their use on any aircraft is prohibited. Ground engineers should, therefore, make a careful examina- tion of all aircraft under their charge with the object of replacing any such fork ends by mild steel fork ends conforming to A.G.S. 412-422, or B.E.S.A. Specification S.P.3. The following table gives the A.G.S. numbers of the H.T.S. fork ends and of the M.S. fork ends which replace them :— A.G.S. Nos. of prohibited H.T.S. fork ends : 168 169 170 171 172 173 174 175 176 177 178 A.G.S. Nos. of M.S. fork ends superseding the above : 412 413 414 • 415 416 417 418 419 420 421 422 M.S. fork ends are identified by the flats on the ends of the forks, together with the counterboring which extends down each side of the fork gap, whereas H.T.S. fork ends are readily distinguished by the small ribs at the sides of the pin holes. 2. The use of high tensile steel turnbuckles, A.G.S. 138-149, on civil aircraft is still permitted, but, as these turnbuckles are all of War-time manufacture, they should be carefully re-inspected to ensure that no faults have developed during service. The particular defects to be guarded against are fine hair cracks and flaws in the steel ends, and season-cracking of the barrels. (This class of turnbuckle may be readily identified by the A.G.S. number stamped on each turnbuckle.) 3. When replacing any high tensile steel turnbuckle by a mild steel turnbuckle conforming to A.G.S. 490-497, particular care should be taken to ensure that the former is replaced by its equivalent in the latter class. The following table gives, in each class, the respective A.G.S. numbers of the turnbuckles R.A.F. Flying Training Manual A NOTICE TO AIRMEN (NO. 83, 1923) announces that Part 2 of " Royal Air Force Flying Training Manual : Applied Flying " (Air Publication, No. 928), which should be of value in the study of elementary air navigation, has just been which are interchangeable in respect of strength and diameter of pin :— A.G.S. Nos. of old design of H.T.S. turnbuckle : 140 141 142 143 144 145 146 147 148 149 A.G.S. Nos. of mild steel turnbuckles of equivalent strength : 491 492 506 493 507 494 508 495 496 497 Note.—The one exception is M.S. turnbuckle A.G.S. 490, for which no strictly interchangeable H.T.S. size exists, as A.G.S. 138 and 139, which it replaces, were made with two eye-ends only and not with the customary fork and eye-ends. 4. In the case of seaplanes and flying boats, turnbuckles with mild steel barrels should not be fitted owing to their liability to rust ; turnbuckles with delta metal barrels (B.E.S.A. Specification B.I) should be fitted to this class of aircraft. 5. No Certificates of Airworthiness will be issued, or existing Certificates of Airworthiness renewed, in respect of any aircraft on which high tensile steel fork ends are fitted. (No. 2 of 1923). Napier "Lion " Engine Valves and Sea tings 1. The fitting of valves and valve seatings in Napier " Lion engine cylinders requires special attention in order to prevent distortion, overheating and stretching of the valves in service. 2. When new valves or seatings have been fitted to an engine during overhaul, it is essential that the faces of both valves and seatings should be examined after the first two hours' running and trued up by grinding in, or machining if necessary, before the engine is approved for flight. 3. Re-cutting of valve seats must be done with the seating screwed in position. The thickness of the flange of the seat after re-cutting, with normal width of valve face, must not be less than J in. ; this permitting of a total reduction of flange thickness of ^ in. 4. Cylinder headers should not be removed from cylinders or valve seatings extracted unless for the purpose of actual renewal. (No. 3 of 1923.) Napier "Lion " Engines : Precautions 1. Type Engines : Compression Ratio. Only the Series II low compression Napier " Lion " engines are approved as airworthy for civil aircraft. The high compression engines arc for use under the service conditions of the Royal Air Force. The actual compression ratio ol an engine is stamped on the name plate, and is. also noted in the log book. (a) High Compression.—5-8 to 1 is the standard high com- pression, and this type of engine is rated at 450 b h.p. at normal r.p.m. (b) Low Compression.—5 to 1 is the standard low com- pression, and this type of engine is rated at 425 b.h.p. at normal r.p.m. 2. Fuel. It is essential that the fuel used should contain at least 30 per cent, of aromatic hydro-carbons, viz. :— (a) If an Eastern or Borneo spirit is used, it is necessary that 15 per cent, of benzole be added. (b) If an American spirit is used, it is necessary that 25 per cent, of benzole be added 3. Connecting Rods Only the heavy type connecting rods to assembly No, 10823 may be fitted. Medium and light type rods must be replaced. Where light type rods have to be replaced, new pistons will also have to be provided owing to the variation in the gudgeon pin diameter It is further recommended that oil filters be opened up, cleaned and examined after each flight. Should particles of white metal be found, the engine should be dismantled for thorough examination and overhaul. 4. Cancellation. Notice to Ground Engineers No. 10 of 1921 is cancelled. (No. 4 of 1923.) - ! - bi - b Aero Golfing Society THE Autumn Meeting will be held at St. George's Hill Golf Club, Weybridge, on Thursday, November 1 next. In the morning the Medal round will be played for the Autumn Challenge Cup, presented by Cellon (Richmond), Ltd. In the published, and may be obtained from H.M. Stationery Office afternoon medal foursomes will be played for prizes presented (Kingsway, W.C. 2), or through any bookseller, price 2s. 6d. by Sir Henry White Smith. S^V ;'• ; • ""' : ' •'• - 661 . -,'•:• . .. • '-•
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