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Aviation History
1925
1925 - 0091.PDF
Flight, February 19, 1925 CHT ENGINEER. First Aero Weekly in the World Founder and Editor : STANLEY SPOONER A Journal devoted to the Interests, Practice, aad Progress of Aerial Locomotion and Transport OFFICIAL ORGAN OF THE ROYAL AERO CLUB OF THE UNITED KINGDOM No. 843. (No. 8, Vol. XVH.) FEBRUARY 19, 1925 TWeekly, Price 6d.L Post free, 7d. Flight The Aircraft Engineer and Airships Editorial Offices: 36, GREAT QUEEN STREET, KINGSWAY, W.C. 2. Telegrams : Truditur, Westcent, London. Telephone : Gerrard 1828 Annual Subscription Rates, Post Free : United Kingdom .. 30s. id. Abroad .. .. 33s. 0d* These rates are subject to any alteration found necessary under abnormalconditions and to increases in postage rates * European subscriptions must be remitted in British currency CONTENTS PAGE Editorial Comment Two Papers 91 Pander Light Monoplane .. .. .. .. .. .. .. 93 Air Controversy in the U.S. A 95 Aircraft Make Good in Canada 6 Air Ministry Notices 7 Light 'Plane and Glider Notes 8 Increasing Aero-Engine Power at Altitude .. .. .. .. .. 99 Operation of Flying-Boats in the Mediterranean .. .. .. .. 101 Royal Air Force 103 R.A.F. Intelligence 3 In Parliament 3 Personals 104 Side-Winds 4 Imports and Exports 104 DIARY OF FORTHCOMING EVENTS Club Secretaries and others desirous of announcing the dates of important fixtures are invited to send particulars for inclusion in the following list:— 1925 Feb. 19 .... Lieut.-Col. L. F. R. Fell: "Light Aeroplane Engine Development," before R.Ae.S. (Society of Arts). Feb. 20 .... Professor E. G. Coker, D.Sc, F.R.S. : " Photo- Elastic Methods of Measuring Stress," before I.Ae.E. Feb. 25 .... H. Richardo, Esq., M.A.: (Subject to be announced later), before C.U.Ae.S. Mar. 4 .... Alan Chorlton, Esq. (Managing Director of Messrs. Beardmore, Ltd.) : " The All Steel Aircraft," before C.U.Ae.S. Mar. 5 .... Lieut.-Col. C. B. Heald, C.B.E. (Medical Adviser to the Director of Civil Aviation, Air Minis- try) : " Some Medical Aspects of Air Trans- port," before R.Ae.S. Mar. 6 .... M. E. Dewoitine : " The Advantages of Metal Construction," before I.Ae.E. Mar. 11 .... G. Bradshaw, Esq. :" The Failure of the Petrol Engine as a Prime Mover." Presidential Address. Election of Officers. Before C.U.Ae.S. EDITORIAL COMMENT. HE aviation community will, at any rate so it is hoped, be particularly interested in two papers to be read this week. They are of a totally different character, but each in its. own sphere should prove of more than ordinary value. The one is of very direct practical interest, and the other, although it deals with a subject which superficially may appear to be a matter for research rather than T for the practical constructor, may, andPapers does, have its immediate practical applications. It is therefore to be hoped that both lectures will be more than usually well attended, as no one claiming to be seriously interested in the progress and future of aviation can afford to miss either lecture. The paper to be read by Lieut.-Col. Fell before a joint meeting of the Royal Aeronautical Society this evening (Thursday, February 19) has for its title " Light Aeroplane Engine Development." This, of course, is a subject that is very much to the fore at the present moment, and in fact the present may be said to be quite a critical time in British aviation history, inasmuch as a very great deal will depend upon the decisions come to on the subject of what is a light 'plane and a light 'plane engine. To take the machine first. No definition has yet been given, or at any rate none has been generally accepted, of what constitutes a light 'plane. In the earlier days of the movement there was prevalent an idea that we were on the eve of a new era in aviation, and that within a comparatively short time we should have " motor gliders " darkening the skies in numbers not far short of the number of motor-cycles now on the roads of Britain. The results obtained at the first Lympne competition were very encouraging, obtained as they were with engines of motor-cycle type. It was, however, found that the work imposed upon the small engines was somewhat severe, but what mainly caused the second Lympne meeting to be more or less of a failure was the fact that, someone having discovered that nobody wanted to fly solo, two-seaters were called for, and the engine volume was only increased from 750 c.c. in the case of the single- seaters to 1,100 c.c. for the two-seaters. This
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