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Aviation History
1926
1926 - 0084.PDF
We look forward to the discussion of private flying at the forthcoming club dinner, and many diverse and divergent views should be put forward. In the meantime, the Royal Aero Club has appointed a committee to look into the matter, and the secretary has sent out a communication which is published in the Correspondence columns of this week's issue of FLIGHT. The Air Ministry has also formulated sug- gestions for amending the present regulations. To some extent such amendments would necessitate taking up the matter at forthcoming meetings of the International Commission on Air Navigation, but as the type of private aeroplane for the benefit of which it is proposed to amend the rules is intended for flying within the borders of Great Britain only, very considerable liberty presumably exists, and too much attention need not be given to those who would make much of the international side of the question. At the outset the prospective owner-pilot would have to make up his mind whether he will pay somewhat more for his machine, and will put up with the necessary formalities so that, should he at any time decide to use his machine for touring abroad, he will be able to do so, or whether he will confine his flying to this country and by way of compensation will have fewer regulations to contend with and probably a cheaper machine. The committee appointed to look into the subject of private flying is attempting to ascertain the news of members as to whether paragraph 3 of Air Ministry Notice to Airmen No. 56 of 1925, should be simplified. This paragraph refers to a technical examination, and we personally think that, although some know- ledge of the " laws of the air " is essential, there is little need for every owner-pilot to be a sort of " air lawyer." We are therefore all in favour of simplifying this examination. Concerning the medical examina- tion, we very much doubt whether such an examina- tion is necessary. When a man purchases a motor car he is not required to furnish proof that he has lungs like a blacksmith's bellows, a heart like a petrol pump, or telescopic eyesight. And it seems very certain that the risk to third party is infinitely smaller in the case of aircraft. A pilot's licence is, of course, an absolute necessity, but the issue of such should be in the hands of the Royal Aero Club, which was able to arrange these things quite nicely, thank you, many years before a misguided Air Ministry discovered that it, and it alone, was qualified to judge these things. FEBRUARY 11, 1926 Probably the greatest controversy of all will centre around paragraph 12, which deals with the certificate of airworthiness. On this subject we have written in FLIGHT until our readers must have been getting tired of reading, but once more we venture to try their patience by referring to the matter. The Aero Club desires an expression of opinion as to whether the issue of a certificate of airworthiness should rest with the Air Ministry or be entrusted to the constructor of the machine. Personally we cannot see that there can be any doubt at all in the matter. Provided the machine is built by one of the existing aircraft firms, there should be no necessity whatever for the Air Ministry to mix itself up in the matter in any way, either as regards A.I.D. inspection or in any other way. The constructor has his reputation to guard and is not likely to hold that responsibility lightly. We are absolutely convinced that constructors should be given an entirely free hand, and we are equally certain that one result would be a very considerable reduction in the price of machines. Should any new firm come forward and desire to construct private aeroplanes the matter would have to be reviewed somewhat, but in that case we fail to see why a specially appointed committee of the Royal Aero Club—or, if preferred, of the Royal Aeronautical Society—should not decide whether or not the proposed design was likely to be structurally sound. The great thing is to get private flying removed as far as possible from the hampering influence of the Air Ministry. We are aware that there is a feeling in certain quarters that by its subsidy to the light 'plane clubs the Air Ministry has acquired some sort of authority of the " paying-the-piper, calling-the- tune " variety, but the fact of the matter is, of course, that the Air Ministry is faced with the obligation to " develop the air sense," and is not thus acting in quite the altruistic spirit some would have us believe. As regards after-inspection, when the machine has been in use for some time, here again we think this could be safely left to a qualified representative of the constructing firm, possibly in conjunction with a Royal Aero Club official. After all, it is in the interest of the firm to see that their machines are not permitted to get into a bad state. The necessity for journey log-books is a very doubtful quantity. Probably the owner-pilot will wish, for his own information, to keep some sort of a record of how many hours' flying he has done, and this should suffice. The Spanish Transatlantic Flight COMANDANTE FRAXCO, the Spanish aviator, and his threecompanions have successfully concluded the second chapter of their wonderful flight from Spain to South America in anItalian Dornier-Wal flying-boat fitted with two Napier " Lion " engines.They left Recife, Pernambuco, at 5.15 a.m. on February 4 and, following the line of the Brazilian coast, accomplishedanother remarkable nnn-stop flight of l,2f>0 miles to Rio de Janeiro, where they arrived at 5.5 p.m.—that is, justunder the 12 hours. Needless to say, the Spanish airmen were accorded a most enthusiastic welcome ; in fact, by thetime the day came to a close they were more fatigued from the effects of the many greetings and embraces received thanthey were from their 12 hours' hard flying. On February 9 they left Rio de Janeiro at 5.15 a.m. for Montevideo andBuenos Aires. Slight engine trouble, however, compelled a return to Rio, but they got away again at 7.20 a.m. Amidstintense excitement they arrived at Montevideo—another 1,200-mile non-stop—at 7.34 p.m. The " Ne Plus Ultra" left again at 7.45 p.m., and at the moment of writing, newsto hand states that Comandante Franco has completed the 150 miles or so to Buenos Aires.Last week the British Government received the following cablegram from the chief of the Spanish Directory:—" I highly esteem your congratulations to our Government on the brilliant accomplishment of our airmen, who by theirenterprise have shown the extraordinary qualities which have always been maintained by our ancestors and by allSpanish citizens who wish to serve the progressive ideals of humanity to the glory of Spain."Sir Samuel Hoare, Secretary of State for Air, has received the following reply to his telegram of congratulation to theSpanish Minister of War, in regard to the transatlantic flight :—" The Spanish Air Service warmly thanks you forthe congratulations of so high an authority in the world of aviation."—(Signed) Duke of Tetuan. Minister of War.Great Britain's share in the glory of this flight ts twofold— the Napier "Lion" engines and the "Titanine" Dope usedfor the wing covering. 72
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