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Aviation History
1924
1924 - 0035.PDF
JANUARY 17, 19241 light 'planes it is certainly neither necessary nor desirable. There is no doubt whatever that the unqualified success of last year's competitions at Lympne was to a very great extent due to the total absence of official restrictions. If such restrictions can be eliminated, or at any rate kept down to the minimum, again this year, we are quite confident that really fine machines will be produced. In fact, beyond the stipulation concerning dual controls and 1,100 c.c. engine capacity, there would not appear to be any need for further official interference. Unless there is some clause in the offer, relating to the purchase of winning machines, it would seem that the Air Ministry is free to purchase, after the competi tions, any type that is considered suitable without neces sarily being restiicted to place orders for types that have done well in the competitions. (We are, of course, assuming that orders will be placed.) It is quite conceivable that the best all-round machine may not do particularly well in the tests, but may be of the greatest general utility for all that. * * * IT is important that the rules be drawn up with an idea of encouraging general qualities rather than outstanding merits on any one particular point. Last year the cry was economy, and but for the secondary prizes offered, economy would have been the only feature aimed at. This must not occur this year, although, naturally, the question of economy must be taken into account. The limit on engine capacity should, however, ensure sufficient economy without any special mileage being stipulated. * * * SPEED range, angle of climb, taking off and landing are believed to be among the objects to be aimed at in drafting t the rules. Regularity and reliability are also worth encourag ing, and Hinkler's performance on the Blackburne-engined Avro light monoplane last year showed what can be done by a persevering pilot, even under very bad weather con ditions. It would be well to place importance on the amount of flying done during the competitions. WITH regard to the locality of the competitions, this has not yet been announced. There is a feeling in some quarters that as the competition is to be more or less an official affair, Lympne is as suitable as anywhere. On the other hand, one of the London aerodromes "would be preferable as enabling visitors to go and watch the flying. Last year's meeting was by way of being an experiment. Now, however, there is little doubt about what the light 'plane can and cannot do, and there is, we think, no reason why the public should not be admitted to the meeting. Open country around the aerodrome, and a suitable route for the "lapping," are the main requirements, and both Stag Lane and Hendon should be eligible on that score. Croydon, with the enormous traffic which the million-pound monopoly company may be expected to be organising by next summer, is probably less suitable. A good triangular course could, probably, be mapped out with Hendon, Stag Lane and Bittacy Hill as the turning points. * * * FROM one of our many esteemed friends in Belgium we have received the accompanying photographs, and a few brief particulars, of the Cambier light monoplane. M. Cambier, who is chef d'exploitation of the S.A.B.E.N.A., is also an amateur designer and constructor. The Cambier is an orthodox monoplane, with thin-section wings braced by piano wire. The fuselage is covered with three-ply. The engine fitted is a 16 h.p. Sergant, similar to that with which the Poncelet and Peyret monoplanes at Lympne were fitted. * * * THE Cambier monoplane has made several flights, piloted by M. Rooms. On one occasion the machine reached an altitude of 2,000 m. The main dimensions are : Length o.a., 6 m. (19 ft. 7 ins.) ; span, 10 -2 m. (33 ft. 5 ins.) ; area, 13 -5 sq. m. (145 sq. ft.). The weight empty, but with fuel, is 200 kgs. (440 lbs.), and the maximum speed approximately 65 m.p.h. H H H H HOME DEFENCE EXPANSION 400 Officers for Flying Duties THE Air Ministry announced on Jan. 3 that the Royal Air Force was prepared to engage, during the current year, approxi mately 40(5 officers for flying duties, under the short-service commission scheme, and applications are accordingly invited immediately from suitable candidates. Nearly 350 of these are required as a result of the authorised expansion of the Air Force for home defence, the remainder being needed to replace officers who automatically pass to the Reserve of Air Force Officers on termination of their period of engagement. With this addition, the total number of short-service officers engaged on flying duties will be about 1,400. Candidates, who should be of good education but who need not have had any previous flying experience, must not be less than 18 and not more than 29 years of age at the time of entry. They will be interviewed by a Selection Committee, and those selected, after passing the standard R.A.F. medical examina tion, will be gazetted as pilot officers, on probation. The probationary period is six months, after which, subject to satisfactory progress, officers are confirmed in rank. Short-service commissions are granted for five years' service on the active list, followed by a period of four years' service on the Reserve. For all purposes of pay, allowances, and promotion, short- service officers receive equal treatment with officers holding permanent commissions. The present rates of pay and allowances for unmarried pilot officers amount to £\ 5s. lOd. per day, or about £471 per annum. In addition, short-service officers receive on transfer to the Reserve on the termination of their period of regular service, a gratuity of £75 per annum, or a sum of £375 for the whole period of service on the active list. When they are transferred to the Reserve they receive retaining fees and are required to undergo short periods of flying training each year on up-to-date war-type aircraft. Pilot officers will be posted to one of the Royal Air Force flying training schools, where they will undergo a course of training in aviation and in aeronautical, military, and technical H H Fatal Accident at Isle of Grain ON January 15 Flight Lieut. W. R. Curtis and Squad. Ldr. S. M. Cleverley met with a fatal accident whilst carrying out an experimental flight on a Bristol machine at the -Isle of Grain Air Station. They had been flying for some time when subjects for a period of about a year. At the end of this period they will be posted to an Air Force squadron for duty. Pilot officers, subject to satisfactory progress having been made, will be promoted to flying officers, with increased rates of pay, after completing 18 to 21 months' service from the date of being gazetted as pilot officers. A limited number of officers serving on short-service com missions may be selected for transfer to the permanent list, and officers so selected will be allowed to count their actual service on their short-service commissions towards retired pay or gratuity under the permanent officers' scales, but will not be eligible for the gratuity of £75 a year mentioned above. All officers entered under this scheme are taught to fly, and special facilities are afforded to study certain other subjects, and especially to enable them to qualify for the A.M.I.M.E. Arrangements have also been made for all officers, who desire it, to receive special tuition from the R.A.F. educational officers, who have been recently appointed, to equip themselves for civil life against the time when their period of service terminates. It is hoped during the next few years greatly to extend these educational facilities. Application forms and copies of the detailed regulations can be obtained by applying in writing to the Secretary, Air Ministry, Adastral House, Kingsway, London, W.C. 2. On January 8 the Air Ministry announced that sufficient enquiries for application forms have been received at present. When the present enquiries have been dealt with a further announcement will, if necessary, be made. It was also announced recently that approximately 200 pilots were required for flying duties in the Air Force Reserve of Officers, and, hi this case, further applications to join the Reserve are desired from those who served as pilots in the flying services during the war or who hold civil licences to fly commercial aircraft, particularly from ex-pilots residing in Scotland or in the counties north of the Trent. m H the machine suddenly crashed to the ground. The pilot, Flight Lieut. Curtis, died almost immediately, and his passenger shortly afterwards. Squad. Ldr. Cleverley was a member of the staff of the Director of Research at the Air Ministry.
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