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Aviation History
1925
1925 - 0092.PDF
increase in size, although theoretically it should have given somewhat similar loadings, was not found in practice to do so, and the rules that had been laid down were found to be unduly severe in the matter of high speed over considerable distances (two sets of flights of five laps of the course). The result not unnaturally was that after the competitions last year the Air Ministry did not feel justified in recommending the use of any of the machines taking part, for use by the light 'plane clubs, at any rate until the engine question had been settled. Up to the present time this question has not been settled, and this is one of the reasons why Col. Fell's paper should be of unusual interest. It is probably becoming generally realised that a mistake was made originally in choosing cubic capacity as a basis, since this gives wholly fictitious standards, and does not appear to produce the type of machine that is really required. Engine capacity as such does not greatly matter, even as regards the question of fuel consumption, as was demonstrated at the first Lympne meeting when the A.N.E.C. mono- plane with its 696 ex. Blackburne engine gave the same mileage (87-5 miles per gallon) as the English Electric Company's " Wren " with a 400 c.c. A.B.C. engine. That even with an engine of relatively large capacity good fuel economy is attainable was shown by the Avro " Baby " fitted with four-cylinder water-cooled Green engine. This machine did rather more than 30 miles per gallon, and that at a cruising speed of about 70 miles per hour. It is doubtful if the average mileage at Lympne last year was very much better than this figure, and certainly the average cruising speeds were lower. In this connection it is, perhaps, significant that the De Havilland Aircraft Company is producing a two-seater school machine to be fitted with a " Cirrus " engine produced by the Aircraft Disposal Company. The D.H. " Moth " is considerably larger than the Lympne light 'planes, its total loaded weight being 1,350 lb., while the " Cirrus " engine is quite a large affair, with a cubic capacity of in the neighbour- hood of \\ litres. Thus, neither engine nor machine FEBRUARY 19, 1925 appears to come within measurable distance of being in the light 'plane class, as hitherto understood. Yet it seems highly probable that both will prove very successful. We are not at all sure that the ultimate light 'plane will have an engine of 4h litres' capacity, but we do feel that no good is done by limiting the capacity to any particular figure. If, as is to be hoped, we are to have another light 'plane competition this year, some other basis must be found upon which to judge machines, and a formula should be evolved which will give the greatest possible freedom to designers in the matter of engine types and engine sizes. The paper to be read by Col. Fell, and the discussion following it, should do much towards elucidating the problems. The second paper to which we have referred is that to be read before the Institution of Aeronautical Engineers at University College, Gower Street, on Friday, at 6.30 p.m. The author of this paper is Professor E. G. Coker, F.R.S., whose subject is to be " Photo-elastic methods of measuring stress." It may be recollected that on November 20, 1918, a paper on this subject, as applied to aircraft structures, was read before the Royal Aeronautical Society by Major A. R. Low. Professor Coker, upon whose work to a large extent Major Low's paper was based, has con- tinued his researches into the problem, and we under- stand that his lecture on Friday is to be of a rather more elementary character, so that those who have had no previous knowledge of the subject should be able to obtain a very good idea of the principles involved. It seems somewhat curious that the photo-elastic method of measuring stress has not been taken up by the Air Ministry, as it seems capable of supplying valuable information in cases where the ordinary methods of calculation fail. The fact that recently certain very unfortunate structural failures of aircraft have occurred appears to indicate that present official methods are not infallible, and that we are beginning to cut our " factors of ignorance " too fine. If for no other reason, the subject of Professor Coker's paper should be of special interest. An R.A.F Honour AT the Investiture held by H.M. the King at Buckingham Palace on February 12, Air Commodore Arthur Longmore received the honour of Companion of the Order of the Bath (Military Division). New Principal Air Aide-de-Camp and Air Aide-de-CampAppointed THE Air Ministry announces the appointments of Air Marshal Sir John Maitland Salmond, K.C.B., C.M.G., C.V.O., D.S.O., as Principal Air Aide-de-Camp to the King vice Air Chief Marshal Sir Hugh Trenchard, Bart., G.C.B., D.S.O., and of Group Captain Cecil Francis Kilner, D.S.O., as Air Aide-de Camp vice Air Commodore Cyril Louis Norton Newall, C.M.G., C.B.E., A.M. Vacancies for R.A.F. Apprentices IHE Air Ministry announces in continuation of the policy of training Aircraft Apprentices in the skilled trades of the Royal Air Force, two examinations for the entry in September next of 700 suitable boys will be held within the next few months. The " Open Competition," conducted by the Civil Service Commissioners, Burlington Gardens, London, W. 1, will take place on April 17. The closing date for the receipt of completed forms of application is March 5. Candidates with special claims on account of their fathers' service in His Majesty's Forces who have not already applied for a Service Nomination " should forward full particulars to the Secretary, Air Ministry (M. 1), Kingsway, London W.C., before February 25. The " Limited Competition," which is earned out by the Air Ministry in conjunction with the local education authorities, will be held on June 2. Bo3%s who are still at school should apply to their Headmasters with a view to securing a nomination from the education authority responsible for the school. If they have left school they should apply to the Advisory Committee for Juvenile Employ- ment in their Area. Boy Scouts can apply to the authorities of the Boy Scout Association, and Territorial Cadets to the Officers Commanding their Units. The form of nomination for this examination must be received by the Air Ministry (A.E.) not later than May 5. Candicates must be physically fit and normally between the ages of 15 and 16£ at the time of entry. In certain cases, excluding candidates for entry under the " Open Competition," an extension of the age limit up to 17 years will be considered. When appointed as aircraft apprentices boys are given three years' training in a skilled trade and general education by civilian school- masters during this period up to the standard of a good tech- nical school. The principal trades open to boys, who are invited in advance to indicate their preference, are carpenters, fitters, aero engine, fitter drivers, fitter armourer, copper- smith and wireless operator mechanic. In assigning boys to the various trades every endeavour is made to give effect to each boy's individual preference, the wishes of the boys in this respect being considered in the order of their position on the examination list. Institution of Aeronautical Engineers Will our readers please note that Prof. E. G. Coker's paper on "Photo-Elastic Methods of Measuring Stress," to be read tomorrow night, will be held in the Lecture Theatre of his Laboratory at the University College, Gower Street, and not at the Engineers' Club. 92
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