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Aviation History
1924
1924 - 0267.PDF
AIR MINISTRY NOTICES NOTICES TO AIRMEN Holland : Communications regarding the Forced Landing of Aircraft 1. THE attention of pilots is drawn to the following regulations which appear in the Netherlands " Collective Regulations for the State Operation of Posts, Telegraphs and Telephones." (i) Urgent telegrams with priority. (Article 462a of the Telegraph Regulations.) In the event of aircraft making a forced landing or meeting with an accident where human life is involved, it is necessary that the telegrams relative thereto, in which must be included those relative to the further handling of aw mails, must be despatched with the least possible delay. The urgent telegrams in question will, in such cases, be given priority over the ordinary urgent telegrams, i.e., the priority allowed to official telegrams of urgent nature and to official telegrams for which payment is made. (ii) Urgent telephone messages with priority. (Article 125 of the Telephone Regulations.) Similarly, it is necessary that there shall be no delay in complying with requests for telephonic communication in the interests of the person involved in the accident or those of the members of his family. In such cases the urgent trunk calls in question shall be given priority over any ordinary urgent calls, i.e., the priority allowed to urgent official calls. The same priority is also given to urgent trunk calls relative to the air mails conveyed in the event of aircraft making a forced landing. (No. 34 of 1924.) Engines in Civil Transport : Running Speeds (No. 35, of 1924.) (See No. 6 of 1924 " Notice to Ground Engineers.") Periodical Medical Examination of Pilots for Renewal of Licences to Fly Aircraft Carrying Passengers or Goods for Hire or Reward THE attention of all owners of aircraft and of all pilots holding licences to fly aircraft carrying passengers or goods for hire or reward is directed to para. 12 of Schedule V of the Air Navigation (Consolidation) Order, 1923. which lays down that a pilot's licence to fly aircraft carrying passengers or goods for hire or reward shall remain valid for six months or until the completion of 250 hours' flying, whichever is the shorter. A pilot must then submit himself for medical examination before his licence can be renewed, vide para. 51 of the Air Navigation Directions 1922 (A.N.D. 3) as amended by the similar Directions 1923 (A.N.D. 3/A). From the foregoing it will be seen that a pilot's licence to fly aircraft carrying passengers or goods for hire or reward automatically lapses when its holder has completed 250 hours' flying, and that any aircraft flown by a pilot in these circumstances (i.e., after lapse of licence) would be flying in contravention of Article 3 (1) (iii) of the Air Navigation (Consolidation) Order, 1923. For any such contravention the owner or hirer of the aircraft and the pilot are responsible (vide Art. 27 of the Air Navigation (Consolidation) Order, 1923. A pilot should, therefore, take steps to ensure that his licence is kept valid by applying to the Secretary (D.C.A.), Air Ministry, for medical examination on or shortly before the completion of 250 hours' flying, should such completion occur before the expiration of the six-monthly period. A pilot attending the Air Ministry for medical examination should bring with him his pilot's log book. No. 37 of 1924. Night Flying Experiments—Croydon-Lympne Route 1. NIGHT flying experiments will be undertaken during the period May 1 to 31 inclusive, in the course of which one H H A Fresh Helicopter Record M. OEMICHEN has been continuing his experiments at Valentigny with his helicopter, and on Sunday, May 4, established a record for helicopters by accomplishing a flight of more than one kilometre—1,100 yards—in a closed circuit. The flight lasted 7 mins. 40 sees., and during most of the time the machine maintained a height of about 3 feet, but some times rose to 10 feet. The flight was officially observed by a representative of the Department of Military Aeronautics. By this performance M. Oemichen wins an award of 90,000 francs given by the French Government. or more Royal Air Force aircraft may fly between Croydon and Lympne at any altitude and on any night between sunset and sunrise, exhibiting varving svstems of navigation lights. 2. The attention of all pilots is particularly drawn to the fact that these navigation lights will not necessarily be those specified by the International Air Convention. 3. In all cases a white light aft, a red light to port, and a green light to starboard will be exhibited, but the dihedral angles through which they will be visible may be individually greater or less than those required by the Air Convention. In some cases the red and green lights only will be visible from dead ahead, no white light forward being exhibited. Also when a white light forward is exhibited, its angular range of visibility will be subject to variation. 4. In the event therefore of other aircraft flying in the vicinity of the Croydon-Lympne route at night during this period a special look-out should be maintained, and the utmost caution exercised. NOTE.—The above confirms W/T notice of April 29, 1924. No. 38 of 1924. NOTICE TO GROUND ENGINEERS Engines in Civil Aircraft : Running Speeds 1. THE approval of engines for civil aircraft is based on the satisfactory completion by a representative engine of type tests, and the Certificate of Airworthiness of an aircraft is subject to the continued use of the engine in the aircraft under the conditions of power and speed upon which this type approval was granted. 2. As a result of each such type test " maximum " and " normal " engine speeds are laid down. The running of engines at, or in excess of, the maximum permissible speed, for more than a few minutes at a time in emergencies, is prohibited, since it inevitably tends to the early deterioration of the engine and increases its liability to breakdown. 3. The following table gives the normal and maximum permissible speeds of all British-built airworthy engines :— R.P.M. Engine B.R.I B.R.2 Gnome Mono Le Rhone Le Rhone Beardmore Beardmore Green Green R.R. Hawk II . . Siddeley Puma Sunbeam Dvak . . R.R. Falcon III .. R.R. Eagle VIII R.R. Eagle IX .. 150 h 200 h 80 h HOh 120 h 160 h 35 h 100 h , R.R. Condor I and II R.R. Condor III . . Sunbeam Maori III Sunbeam Manitou Wplseley Viper . . Napier Lion Bristol Jupiter IV Bristol Lucifer Bristol Cherub Siddeley Jaguar III Siddelev Lvnx (No. 6 of 1924.) .p. P- P- P- P- P- P- P- Normal. 1,250 1,300 1,250 1,250 1,300 1,300 1,350 1,250 1.250 1,500 1,400 1,200 2,000 1.800 1,800 1,650 1.900 2,100 2,000 2,000 2,000 1,575 1,600 2,200 1,500 1,620 Maximum. 1,300 1,350 1,300 1,300 1,350 1,400 1,450 1,300 1.300 1,600 1,500 1,400 2,200 1,900 2,000 1,800 2,100 2,200 2,100 2,100 2.200 1,750 1,760 2,500 1,650 1,780 m m A Japanese Air Service A REGULAR aeroplane and seaplane service has been arranged between Yokosuka and Kasumigaura, via Tokio. At first the service will be restricted to army needs, but if it proves successful it will be made available to the general public. Other plans provide in the near future for a similar service between Yokosuka and Osaka. Meantime the Department of Communications contem plates the construction of a large aerodrome in the neighbour hood of Osaka. 267
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