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Aviation History
1926
1926 - 0171.PDF
MARCH 11, 1926 THE RDYALIKJAIK FORCE f &T*W^<6 OLondon Gazette, March 2, 1926 General Duties BranchFlight-Lieut. C. G. VVigglesworth, A.F.C., is granted a perm, commn. in this rank; Jan. 1. The following airmen are granted perm, commns. asPilot Officers on probation, with effect from and with seny. of March 1 : 1(1577 Sgt. J. McGuinness, 90741 Sgt. G. E. Campbell, 1XF.M., 22(1549Sgt. A. H. Owen. The following Pilot Officers are promoted to rank of Flying Officer: A. W. Elias, J. E. W. Bowles, H. R. D. Waghorn, F. M.Denny; Jan. 31. K.F.Francis; Feb. 15. Wing-Comdr. T. G. Hethering- ton, C.B.E., is restored to full pay from half-pay; Feb. 17. Wing-Comdr.I. C. Halahan, C.B.E., A.F.C., is placed on retired list and granted permission to retain rank of Group Capt. ; Feb. 28. Sqdn.-Ldr. K. A. de H. Haig,A.F.C., is placed on retired list at his own request ; March 3. Flying Officer H. L. Christie is transferred to Reserve, Class A ; March 1. Stores BranchFlying Officer R. I). Lambert is placed on retired list on account of ill- health ; .March 3. Accountant Branch Flying Officer F. C. Warner (Capt., R.A.R.O., Leicestershire Regt.) is~dis-missed the service by sentence of Field General Court-martial ; Dec. 30, 1925. Memorandum Flight-Lieut. E. L. Johnston, A.F.C., is granted permission to retain rankof Squadron-Leader. Reserve of Air Force Officers E. C. Hoar is granted commn. in Class A, General Duties Branch, as FlyingOfficer on probation ; March 2. The following Pilot Officers are promoted to rank of Flying Officer: C. H. E. Coles; Dec. 16, 1925. L. F. Cubitt ;Dec. 23, 1925. W. R. W. Kelley ; Dec. 27, 1925. A. A. C. N. Smith ; Dec. 31, 1925. H. A. Record ; Jan. 21. L. H. A. Frav ; Jan. 24 ; R. 1). Wavman ;Jan. 26. " ROYAL AIR FORCE INTELLIGENCE Appointments.—The following appointments in the Royal Air Forceare notified :— General Duties BranchGroup Captain W. F. MacNeece, C.B.E., D.S.O., D.F.C., to R.A.F. Depot, Supernumerary, whilst employed with League of Nations DisarmamentCommittee; 1.3.26. IVing Commander I. G. V. F'owler, A.F.C., to Inland Area Aircraft Depot,Henlow, for Techn. duties ; 8.3.26. Flight Lieutenants : F. H. Laurence, M.C., to H.Q., India ; 26.1.26. A. S. G.Lee, M.C., to H.Q.. Iraq; 16.2.26. C. Turner, A.F.C., to H.Q., Egvpt ; 14.2.26Flying Officers : P. D. Baker, to No. 2 Flying Training Sch., Digby ; 23.3.26. F. R. D. Swain, to No. 2 Flying Training Sch., Digby ; 1.3.26. A. \V. Daly,to No. 11 Sqdn., Netheravon ; 23.2.26. J. S. Phillips, to H.Q.. Egypt; 15.2.26. J. T. Hall, to No. 9 Sqdn., Manston ; 8.3.26.Pilot Officers : J. McGuinness, to R.A.F. Depot, on appointment to a Permanent Commn. (on probation); 1.3.26. G. E. Campbell, D.F.M., toNo. 39 Sqdn., Spittlegate. on appointment to a Permanent Commn. (on probation) ; 1.3.26. A. H. Owen, to No. 207 Sqdn., Eastchurch, on appoint-ment to a Permanent Commn. (on probation) ; 1.3.26. Stores BranchSquadron Leader W. L. Shaw, M.B.E., to Air Ministry ; 8.3.26. Flight -Lieutenants: A. lukes, M.B.E., to Air Ministry; 1.3.26. E. W.Crosbie, to No. 1 Group H.Q., Kidbrooke ; 1.3.26. K'. D. G. Collier, to R.A.F. Base, Gosport ; 24.2.26. H. E.T. Crocker, to Armament and GunnerySch., Eastchurch : 25.2.26. H. J. Barnham, to Station H.Q., Spittlegate'; 22.2.26. Flight Lieutenants : J. C. Shakeshaft, to No. II) Group, H.Q., Lee-on-Solent ;8.3.26. P. J. Murphy and P. F. Connaughton, to Supply Services (Central Supply Depot). Iraq ; 6.2.26.Flying Officers: E. V. Bashford, to No. 502 Ulster Sqdn., Aldergrove ; 23.2.26. R. D. Lambert, to No. 43 Sqdn., Henlow; 9.2.26. E. V. E.Andrewartha, to C. & M. Party, Cattewater ; 19.2.26. Flying Officer J. McCarthy, to H.Q., Egypt ; 10.2.26.Flying Officers : E. S. Bullen, M.B.E., to R.A.F. Base, Calshot ; 8.3.26. E. F. Elliott, to Supply Services (Base Supply Depot), Iraq ; 6.2.26. G. W.Longstaff, to Supply Services (Central Supply Depot). Iraq ; 6.2.26. Medical BranchFlight-Lieutenant (Hon. Sqdn.-Ldr.) F. W. Squair, M.B., T.D., to R.A.F. Depot ; 8.3.26.Flying Officers: E. J. Jenkins, to No. 7 Sqdn., Bircham Newton ; 24.2.26. J. P.'Hederman and E. J. Mockler, M.B., to Research Lab. and Med. Officers,School of Instruction, Hampstead, on appointment to Short Service Commns.] for short course ; 23.2.26. R. L. C. Fisher, M.B.. to Inland Area AircraftDepot, Henlow ; 18.2.26. NAVAL APPOINTMENTS The following appointments have been made by the Admiralty : —Lieuts. (Flying Officers, R.A.F.).—T. H. Villiers, to Enterprise, addl., and for flying duties in No. 406 Flight (oncoming.) ; and R. A. Aldridge, to Furious,and for flying duties in No. 404 Flight (on Enterprise comu.g.l. R. C. Allen, to Eagle, and for 402 Flight ; Feb. 20. CORRESPONDENCE The Editor does not hold himself responsible for opinions expressed by correspondents. The names and addresses of the writers, notnecessarily for publication, must in all cases accompany Utters intended for insertion in these columns. STALLED CONTROL [2127] Mr. Courtney's article in the issue of February 25 on ^he subject of " Stalled Flight and Control " opens up a subject of great importance. Except for some minor points, I am in thorough agreement with Mr. Courtney's remarks, and it is difficult to see how anyone, who has had reasonable flying experience, can be otherwise. To sum up briefly :— (1) All aeroplanes are (or should be) capable of being easily " stalled " bv the pilot. (2) If controls are infinitely improved the machine will still stall and may be brought down on a more even keel, but the impact will still be a very serious matter. By all means let us improve control as much as possible, but does it take us much further towards safety in or after a stall ? /' only brings us nearer safety if the method of training the pupil is based on correct principles. I fully endorse Mr. Courtney's remark in which he says : " Make the stall crash subject a definite and important part i-l flying instruction." This is what I have been advocating i-r some years, because I believe it would have the effect of '•- rgely reducing the number of serious crashes. As regards military training of pilots, there may be some ' 'und reason why the present method is used, but of this I - ve no knowledge. if we agree that prevention is better than cure, then in ' xhing the ordinary man to fly the correct method would ' m to be :— I) To instil into the pupil by every possible means the: 'ortance of loss of speed. . -) To make full use of the air speed indicator in training, 1" n the very beginning. t present we have an interesting paradox : on the onen; '•! people are striving after " control beyond stalling " (chiefly aileron), and on the other hand, the orthodox method of training tells a pupil to assume the near approach of stalling " by the loss of aileron control." There are many machines existing today that have some degree of lateral control when on the point of stalling, so that when a pupil changes to a new type of machine it is only good luck if he does not stall. He has been taught to judge stalling by the feel of the lateral control, which feel only applies to the particular machine he has learnt on, and, in any case, only gives him warning when it is probably too late. He must not look at the air speed indicator, which does give him the information he requires, but why not ? There is, undoubtedly, prejudice among some pilots against the use of the air speed indicator, but I have never heard any sound argument in support of this attitude. It is difficult to get away from a firmly-rooted idea, although it may be a fundamentally wrong idea, and I believe this applies to the use of the air speed indicator in training and general flying. The method of instruction at some civilian schools is moving in the direction of the principles advocated. The London Aeroplane Club is an example, and it is to be congratulated on complete freedom from " stall " crashes and, in fact, from any serious accident. Mr. Courtney has done well to open this subject, and I hope there will be further contributions to the columns of THE AIRCRAFT ENGINEER. Stag Lane Aerodrome. G. DE HAVILLAND March 5, 1926. [2128] I have read Mr. Reynolds's reply to my article on " Stalled Control," which letter, I might point out to start with, comes from the Slotted Wing Factory. The last three words of his letter are in Latin, but the rest is Greek. • I certainly flew the slotted-aileron Avro for long enough 151
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