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Aviation History
1924
1924 - 0569.PDF
SEPTEMBER 11, 1924 Aero Engines The Engine Sub-Committee, in considering the subject of reliability, have come to the conclusion that an increase in the weight-power ratio of engines for commercial flying could not be tolerated on economic grounds, and consider that the ideal to be aimed at is improvement in design and in material. Research has been put in hand at the N.P.L. on big end bearings, and the machine designed and constructed by Ricardo and Co. for the investigation of " load-speed factors " has been delivered and work commenced. " Anti-knock " chemicals, such as a mixture of tetra-ethyl lead with petrol have been tried, and have been found to ertable higher compression ratios to be used, but it was found that after running a short time the engines became jammed, a white deposit being found in the cylinders and extending to the piston rings and even to the seating of the exhaust valves. The Air Ministry Laboratory has been instructed to try to find a substitute for tetra-ethyl lead. Supercharging and the use of a stratified charge in the cylinders form subjects for investigation, and it is pointed out that the operation evolved by Mr. Ricardo aims at the elimination of all distribution losses by working with a con siderable excess of air present in the cylinder. It also pro vides a means of supercharging whereby the main charge is admitted to the cylinder under atmospheric pressure, so that only the supplementary air need be compressed. The result is that the quantity of air dealt with by the super charger is reduced to one-half or less, and it is unnecessary to seal or balance the carburettors and induction system. The system also aims at the elimination of the necessity for altitude control, since as the machine rises and the mixture tends to become richer, more and more of the supplementary air supercharge will automatically be brought into use. It is stated that if no altitude control is used the power output falls off only as the square root of the density instead of directly as the density. Air Transport Under the.direction of the Air Transport Sub-Committee a member of the staff of the N.P.L. has commenced a general investigation into the problems of economic flight. The Sub- Committee concludes that for the best economy the size of the present-day civil aeroplane is not the best possible, and a comparison of machines suggests that a considerable decrease in cost per ton-mile would result from an appreciable increase in wing area. It is stated that this increase may be as much as 80 per cent, in some cases, and would result in a large increase in the paying load, other things being equal. On the subject of meteorology, the report states that it has been recommended that a general and systematic investiga tion should be made of the atmospheric conditions at some one place, and that flights might be made each day up to 15,000 ft. to ascertain whether there are belts of the air which, on the majority of days, are specially suitable for air transport. Reliability is considered to be an essential for a satisfactory air transport service, and the report expresses the opinion that increased reliability may be obtained by an increase in the number of engines. The Sub-Committee, therefore, recommends that a modified three-engined machine, or machines, be put into service and thoroughly tried out. Attention is also called to the importance* of night flying, and it is stated that the experiments on a Leader Cable are a welcome development towards this end. With regard to the best height at which to fly, it is stated that theoretical considerations indicate that on long flights the most economical height is at the ceiling of the aeroplane. H H H H FLYING ACCIDENTS IN THE ROYAL AIR FORCE THE following announcement is made by the Air Ministry:— Public attention has recently been directed to the question of flying accidents in the Royal Air Force. In order to remove any misconceptions which may consequently have arisen, the Air Ministry point out that comparisons which have been made of the actual number of accidents during the last three years takejno account of the increase in the size of the force during this period and the much greater amount of flying which is carried out in all units than was formerly the case. During the period July, 1921, to July, 1924, the number of squadrons has been raised from 34 to 48, and in addition to this the average amount of flying time per pilot has increased by nearly 100 per cent. Again, owing to the expansion of the Royal Air Force now in progress and other factors, the number of pilots under training at the present time is larger than would be required for the existing 48 squadrons, and this has entailed a further material increase in the current volume of flying. In consequence of these factors, whereas the actual number of accidents in the present year shows an increase upon the corresponding figures for 1923 and 1922, there lias none-the- less been a continuous improvement during the last two years in the ratio of hours flown to fatal accidents. Thus, the number of machine hours flown during the 12 months ending June, 1923, for each fatal accident showed an increase of H H Round Australia Flight FURTHER to our reference last week to the second round Australia Flight, the De Havilland Company have received the following cable from Lieut.-Col. Brinsmead :—" ' 50 ' returned Melbourne as new after 25 days consecutive flight 8,000 miles averaging 4 hours daily in extreme temperatures. Replace ments under 30s. Local aviation'firms much impressed by remarkable aircraft development demonstrated." Further Trials with ZR 3 THE new rigid airship, ZR 3, built by the Zeppelin Co. for America, made its first long distance trial flight on Sep tember 6, when a 600-mile flight over Southern Germany, lasting about 10 hours, was successfully accomplished. ZR 3, under the command of Dr. Eckener and piloted by Capt. E. Lehmann, with a total of 85 on board, left Fried- richshafen at 9 a.m., and after a 30-minute cruise over Lake Constance, in order to ascertain if all was in order, the air ship headed over the Zugspitz Mountain at Munich. The ZR 3 cruised over Munich for about half an hour, immense crowds turning out to give the airship an enthusiastic welcome, and then flew towards Stuttgart, which was reached at 3.30 which Capt, Mernam iesigned and built some little time p.m. After this the ZR 3 made for home, and a perfect back. over 47 per cent, as compared with the 12 months ending June 30, 1922. This improvement was more than maintained during the 12 months ending June, 1924, when there was a further increase of 7 per cent, in the number of hours flown for each fatal accident. Comprehensive training in the air is essential in order to ensure the attainment of the high standard of skill demanded by active service conditions ; in the absence of such training and of ample opportunities for subsequent flying practice, efficiency would be impaired to an extent which could only result in increased casualties in time of war. These considerations are fully appreciated by the officers and men of the Royal Air Force, but those who are not cognisant of all the facts are naturally prone to draw erroneous deductions in regard to both personnel and material. As regards the latter, while the Air Force is gradually being re-equipped with machines of new design, there is no ground for suggesting that the older designs still in use are in any way unsafe oi lacking in airworthiness. Whenever an accident occurs no pains are spared to ascertain its causes ; in addition to the Court of Inquiry convened by the unit concerned, in the case of all accidents at home, specially appointed officers are despatched to investigate every detail on the spot, and report direct to the Air Ministry. H H landing at Friedrichshafen was effected and the ZR 3 safely housed by .7 p.m. During the whole trip the five engines ran splendidly, and a maximum speed of 82 m.p.h. was attained. Aircraft in French Manceuvres IT is reported that some 400 aeroplanes are taking part in the French frontier manceuvres in the Sarre district. The " Red " opposing force, in skeleton form, is said to make up what it lacks in infantry by heavy bombing aeroplanes, and owing to the presence of the latter it is expected that the " Blue " attacking force will be forced to do a great deal of night marching. Capt. F. W. Merriam MANY of our readers will, "we feel sure, be sorry to learn that our old friend Capt. F. W. Merriam—who has probably taught more people to fly than any other pilot-instructor— is still in very poor health, and is disposing of " Whiteley Bank House," Wroxall, I. of W., where he has resided for many years. Included in some lots to be sold by auction on October 8 in connection with this disposal will be the glider 569
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