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Aviation History
1924
1924 - 0016.PDF
to look after, quite apart from the actual handling of his machine, this clause can scarcely be taken excep tion to, although it may appear to impose an extra " non-paying " load on the machine. As a matter of fact, as time goes on and the journeys regularly under taken increase in length, some such provision would appear to have become a reasonable safeguard The rules of the air are laid down very fully in the Orders, and have been elaborated in certain sections to provide against collision between aircraft using a regular route, such as that between London and Paris, for instance. The Directions, dry and official as they are, are not entirely without their amusing side. Thus, in line 3 of sub-paragraph 55 of the principal Directiens, the words " flying machines carrying passengers or goods for hire or reward " are substituted for the words " passenger or goods flying machines." But why " flying machines " at all The term does not seem to be in keeping with modern progress and rather conjures up pictures of weird and wonderful contraptions of the 1909 or 1910 vintage. * * * Elsewhere in this issue we publish a c T^A" summary of a paper on " Water-cooled "Engines"* Aero Engines," read by Mr. Rowledge before the Institute of Automobile Engineers. The paper was evidently written more with a view to putting before a body not intimately connected with aviation the problems and practice of aero-engine work than with a view to introduce innovations and outstanding problems to aeronautical engineers. Nevertheless, the paper contained a good deal that was of interest even to those in close touch with aero-engine design, and particularly the lecturer's remarks concerning variable pitch airscrews or the, probably somewhat easier, alternative of a two-speed gear. Frankly, we think that the two-speed gear is long overdue, and we have the authority of a man of Mr. Rowledge's experience for it that the problem of such a gear does not appear to present any very great difficulties. Mr. Fairey referred to the subject in his paper on seaplanes before the Air Conference, showing how such a gear might be of very considerable value for seaplane work. For aeroplanes, also, the gear would have many advantages, both on commercial and military machines, and it is to be hoped that a satisfactory gear will soon be evolved. Another point to which Mr. Rowledge called atten tion was the blower, and he took the view that, on balance, a blower driven by the engine, or, in the case of multi-engined aircraft, by a separate power plant, was to be preferred to the exhaust-driven turbine m H Early Days at Brooklands LEST we should forget that it was by the earliest enthusiasts that the foundation was laid upon which, many years later, British supremacy in the War was built up, and British pre-eminence in design was based, there has long been need of a book on the work of the early experimenters ; not a dry book, be it said, giving dates and facts and figures only, but conveying nothing of the atmosphere and spirit in which that early work was being carried out. Rather do we want a book by one intimately connected with, and actually taking part in, the struggle. Some day such a book will perhaps be published. The number of men qualified to write it is not a large One. In the meantime, a very excellent start is being made with a lecture by Mr. Howard Flanders, before the Institution of Aeronautical Engineers, at the Engineers' Club, Coventry Street, W., at 6.30 p.m., on January 11. Mr. j..^t,WW IV, 1.^^-X developed abroad, mainly in France and the United States. The subject is one worthy of very serious attention, and, as Mr. Rowledge pointed out, is one which appears to have been badly neglected since 1918, when the German experiments ceased. In some of the German " Riesenflugzeuge " a blower driven by a separate engine was employed, and, apparently, gave very good results. While it is understood that Mr. Rowledge was out to put the case for the water-cooled engine as strongly as possible, it does seem to us that he gave the air- cooled engine perhaps rather less than its due. Although few will quarrel with Mr. Rowledge over the points he mentioned where the water-cooled scores, there are certain advantages of the air-cooled which might have been given more prominence, but perhaps later on a paper will be read by an exponent of the air-cooled engine, stating the several advantages of this type. r • • «• 172 e *n our ^£ht 'Plane and Glider Notes m 'p'8' this week we publish a letter from Mr. W. S. Shackleton, referring to the Solex prize for light 'planes, which will be given to the first French pilot who flies from Paris to Rouen using only one kilogramme of fuel. The prize itself is of compara tively little interest to British constructors, as it is reserved for French pilots, but Mr. Shackleton's estimates of the mileage possible are of the very greatest interest. He arrives at the conclusion that a mileage of 172 m.p.g. should be just about possible, and his reasons appear quite sound. While we have no hopes of any practical machine being able to reduce petrol consumption to such a point in regular ordinary flying, the figures do indicate that extremely good economy may be hoped for in the case of light 'planes, a fact that will be of considerable value to the owner of such a machine. Incidentally, the astoundingly low consumption seems to show the possibility of very long non-stop flights by machines of this type. Such flights are of immense importance as a form of pro paganda, and we think it would be well worth the expense of British aircraft firms to undertake, in the spring, when weather conditions are better, flights such as London to Malta. We have referred to this subject previously, and the estimates given by Mr. Shackleton confirm the possibility of such long flights being successfully undertaken. It seems to be mainly a question of engine reliability, and as one engine at least, the Bristol " Cherub," has completed a 50-hours non-stop run, it is permissible to hope that a London- Malta flight will soon be within the bounds of practical politics. !•? \M[ Flanders was himself one of the Brooklands experimenters of the early days, and before starting out for himself he worked with Mr. A. V. Roe on Lea Marshes. He is, therefore, singu larly qualified to speak on the subject which he has chosen : " Reminiscences of the Early Days of Aviation at Brook lands." Mr. Flanders, we believe, proposes to deal with that early piece of history from memory only, and his lecture may, therefore, be expected to be very much in the spirit which we have indicated as desirable for a book on early aviation. It is to be hoped other early British pioneers will be present so as to add to the lecture their own personal recollections, and all who would appreciate the development of British aviation should make a point of attending the meeting. Tickets are not required, and all who are genuinely interested will be welcomed, up to the capacity of the lecture hall. 16
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