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Aviation History
1924
1924 - 0276.PDF
AIR MINISTRY NOTICES Sweden : Landing on Military Drill Grounds, etc 1. THE following supplementary regulations relative to the landing of aircraft on military drill grounds are contained in a notice issued by the Swedish Military Authority (Royal Engineers' Department), under date September 25, 1923 :— A.—Preparation of Landing Area. In order that aircraft may land on military drill grounds and gunnery practice grounds in accordance with Royal Decree No. 617, dated December 8, 1922 see Notice to Airmen No. 19, of 1923), and at former military camps still controlled by the military authorities, two strips of ground as level as possible, 400 metres long and 100 metres wide, at right angles to each other, will be available, provided local •conditions permit. In addition, an area 100 metres long at each end of these strips will be free from all ground obstruc tions. If there is not room for this, at least one strip of ground of the dimensions stated will be arranged, the boundaries being clearly defined. B.—Notice to Military Authorities Prior notification of intended landing on a military drill ground must be given to the officer in command of the military unit stationed there. Pilots who have not given prior notice must, when above the drill ground, signify their intention to land by giving the signals prescribed for night landings in the International Air Convention, Annex D, Section II, paras. 14 (a) and 16, or by making several circuits above the drill ground. C.—Landing Arrangements (i) When prior notification of intended landing has been given, the officer in command will clear the landing area of The Navy League and the Fleet Air Arm AT the annual meeting of the Grand Council of the Navy League, held at the Central Hall, Westminster, on May 7, the President, the Duke of Sutherland, stated that he did not desire re-election as President, as he was also President of the Air League, and felt that he could not adequately perform the duties of both offices. It was therefore proposed that the Marquess of Linlithgow, a former Civil Lord of the Admiralty, should succeed him, and this was unanimously carried. The agenda contained a resolution declaring that the meeting was of opinion that, in order to develop the maximum power of efficiency of the Fleet, the control of, and responsi bility for, the Fleet Air Arm should be in the hands of the Admiralty, and it was glad to note that a move had been made in that direction. The Duke of Sutherland said that when the resolution was suggested he had approached the Ad miralty with the view to finding out whether they would approve of such a resolution, and the First Lord of the Ad miralty had sent him the following letter :— " My Dear Sutherland,—At the present moment most amicable conversations are going on between the Admiralty and the Air Ministry on the subject of the Fleet Air Arm, and I have every hope that these conversations will result in arrangements which will be satisfactory to both Departments. In these circumstances, I would deprecate anything which might result in a renewal of old controversies. It may be said that this resolution only emphasises a cardinal principle in naval policy, but personally I believe in the aphorism, ' The least said, the soonest mended,' and, from the point of view of the Admiralty, I should prefer that the subject should not be raised.—Sincerely yours, Chelmsford." After receiving that letter, continued Lord Sutherland, he approached the Executive Committee and suggested that, on the whole, it might be wiser not to move the resolution ; but the executive and the chairman were of opinion that, from the League point of view, such a resolution would do no harm and should be moved. The resolution was therefore moved by Vice-Admiral Sir Laurence Power, who said that a compromise had been arrived • at, and added that he was against dual control, and com promise could be nothing but an embarrassment in time of war. Viscount Curzon, M.P., in seconding the resolution said he also did not believe in compromise in such matters, and that the arrangement was not one that satisfied the Admiralty or the Naval Staff. Rear -Admiral Sir Guy Gaunt, who supported the resolution, said he believed the time was not far distant when the Air service would be practically premier among our fighting troops and material, and see that it is marked by a landing T or by posts set along the long side. The landing T will consist of a piece of fabric, the colour being white when displayed on the bare ground, and red or black when displayed on snow or ice, and will be displayed in the centre of the strip of ground reserved for landing, the cross-arm of the T being placed up-wind. The direction of the wind may also be given by means of a wind sleeve, smoke, etc. (ii) The pilot of an aircraft on reaching the landing ground must take note of its features by making at least two circuits of the landing ground before effecting a landing. (iii) When prior notification of intended landing has not been given the drill ground will be cleared and the landing marks displayed on receipt of the signals mentioned under B above. The pilot may only land when the signals prescribed in the International Air Convention, Annex D, Section II, para. 14(b), have been given, or a green flag, streamer, or similar signal has been displayed to show that the ground is clear. If a red flag is waved several times or red pyrotechnical lights fired, or if a red light is flashed from the ground, the aircraft may not land. (iv) In the absence of signals or markings, or if the pilot is unable to see any, he may land if he is satisfied that the landing area is clear. (v) At military drill grounds where no troops are stationed no arrangements will be made for preventing aircraft from landing. The landing T will only be displayed if it can be conveniently arranged. (vi) Immediately after landing has been effected the pilot must notify the officer in command. If the officer is absent, notification must be given by telephone or telegram. H H forces. He submitted that the only way to get efficient fighting forces was to do away with dual control and to let the Admiralty run their own personnel. The resolution was unanimously carried. America—Today and Tomorrow. To a certain extent Sir Charles Cheers Wakefield disarms criticism ; he has modestly described his book in its sub title as " a tribute of friendship," and he leads off his fore word by telling us that it does not attempt to capture the spirit of modern America. Much of the book is taken up with the doings of the Sulgrave Delegation, of which he was the head, which did valuable work in the cause of Anglo- American friendship, in the autumn of 1922, but Sir Charles has adroitly steered clear of making it merely a record of dinners and speeches. He has kept that part of the book well in subjection, and it is the first five chapters which are the most important, and, of them, that on " Fordism and the future of industry " stands out and marks Sir Charles as a much shrewder observer of his fellow-men than some of his friends knew him to be. Not only has he showed us that he brings a most acute and analytical mind to bear on the pro blems of industry, but he also possesses the happy faculty of setting forth his impressions and deductions in such simple and clear-cut language that we are never in any doubt as to what it is he is driving at. He is immensely impressed by the methods of Henry Ford, and says : "I have coined the word ' Fordism ' becaiise. while the theories of scientific management and mass-production are not perhaps to be traced back in origin solely to his influence, it is certainly true that his use of these methods has been unique and creative. It has been imbued with humanity before all things. It has put the interests of the worker and of the consumer level with those of the capitalist (or, as he terms him, ' the planner '). It has given to the world the unique spectacle of a man combining almost superhuman efficiency with unusual generosity of outlook." This leads him on to a little indulgence in prophecy, and the conclusion : *' All this admittedly hazardous theorising is based upon the supposi tion that there will come a time when the march of science and engineering will permit the fullest needs of the human race to be satisfied with very much less exertion than is needed today. I am convinced that such a time will come. I think it is already true that much more useful production could be made possible today but for certain restraints in herent in our traditional way of life." Sir Charles thinks that transition period is much nearer than most people seem to think. His book is certainly provocative of thought, and it should be read by all who are interested—and who is not ?—in industrial questions. It is published by Hodder and Stoughton, Ltd., at 7s. 6<f. net.
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