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Aviation History
1927
1927 - 0296.PDF
APRIL 28, model experiments in a wind tunnel. This result means that the designers of the two new airships, R.100 and R.101, passenger types, and in which it is hoped to make ven- considerable progress in eliminating noise in the passenj;i<:- can now accept with much greater confidence as a basis of cabin and m minimising the amount of time the aircraft design the calculations of aerodynamic forces based on out of commission, owing to necessary repair and mainu- experiments m the wind tunnel. A complete section of R.101 (Cardington) was erected in July and submitted to stringent tests, with satisfactory results. The way is now clear, the report adds, for construction to „ •„,,,.• + 4 „ „. . proceed in accordance with the results obtained. The sequently, the power, without detriment to propeller efficiency, construction of R.100 by the Airship Guarantee Co. has Also -A heavv oil engine usine compression mmtion k „„,.- been proceeding at Howden : it is hoped that both airships will undergo their flying trials in 1928. Of other matters "relating to airships, the report refers to _ ,.,.,. , • , , the experiments with R.33 in carrying and releasing aircraft of the Bramson Anti-Stall gear, which lias passed into the nance work. Regarding engines, we are told experiments are being mad" to obtain a satisfactory reducing gear for air-cooled radial engines in order to increase the crankshaft speed and, con- sequently, the power, without detriment to propeller efficie Also, a heavy oil engine using compression ignition is w on the test bench and development is actively poceedirm- on this type of engine. Concerning other technical matters, mention is made (see FLIGHT, October 28, 1926), and to the decision of the Dominion of Canada and the Union of South Africa to erect mooring masts. Licences, etc., and Ground Organisation The report includes a table showing the licences and certificates issued during the nine months under review and also for the whole of 1926. During the period under review the number of pilots' licences issued shows a marked increase over last year, due to a considerable extent to licences being obtained by members of light 'plane clubs. It is noted that the medical examination required for the renewal service trial stage, and as soon as the tests are complete a decision will be made as to whether this device is suitable for civil aircraft in general ; also, the Schilovsky-Cooke Turn Indicator has undergone considerable modification, and should prove valuable for night flying. Accidents Following a few notes on medical services, the Report proceeds to deal fully with the investigation of accidents to civil aircraft. In the space at our disposal, it is impossible to cover all the information given in detail, and here we must refer the reader to the actual Report itself. We will of Class " A " pilot's licence has been abolished. Of 268 refer| however, to some of the outstanding items comernin aeroplanes and seaplanes registered on December 31 last, — .... . 216 machines, totalling 50,355 normal horse-power, were in civil employment, and the remainder were experimental machines of military types in the hands of constructors. Under the heading of " Ground Organisation," brief mention is made of the air ports and landing grounds in use on the cross-Channel and Cairo-Karachi routes. The question of night flying equipment is also dealt with, as regards which it is stated that, while no important changes have taken place during the period under review, it is becoming more and more evident that the Neon form of beacon will prove the most suitable for air navigation. Experiments with, and comparative tests of, different types of Neon tubes are being carried out. Mention is also made of the modifications being carried out at Croydon regarding the lighting arrangements (sun valve control for obstruction lights, mobile floodlight unit, etc.), and it is further stated that work is in progress on the unmasking on the landward side of the marine lights at Dungeness and South Foreland, for the use of aircraft. On the subject of wireless the Report says that owing to the steady increase in air traffic in Europe, the use of radio- telephony on civil aircraft, as from January 1 this year, is limited to aircraft carrying 5—9 persons, including crew ; aircraft carrying 10 or more will use wireless telegraphy and a special operator will be carried. Reference is also made to the construction of new wireless stations at Croydon and Lympne, and to the organisation of a chain of wireless stations between Cairo and Karachi. It is further stated that a sub-committee of the Imperial Communications Committee of the Committee of Imperial Defence, has com- pleted draft British Technical Wireless Regulations (October, 1926), which have been approved in draft form. Regarding Meteorology, the Report states that the general arrangements for the supply of information for civil aviation remain unchanged, but further improvements have been made in details. Technical Development Referring to technical development, the Report tells us the past year has been marked by the introduction of air- craft built in accordance with the revised policy of increasing the reserve of engine power available, as a measure for this subject. The record of accidents for the period under review, says the Report, is not so satisfactory as that oi the previous twelve months, but having regard to the circum- stances and nature of the more recent accidents, it may be said that progress towards safety in air transport has been maintained. Only one serious mishap occurred on the British established air routes. Altogether there were 13 accidents to which the Air Navigation (Investigation of Accidents) Regulations, 1922, were applicable. Eight resulted in loss of life, but only half this number were cases of aeroplane crash, the cause of each of the other fatalities being unprecedented in records of British civil aviation. With one exception (the case of engine failure over the Channel) each of these accidents to aeroplanes was, in the opinion of the inspector of accidents, due solely to an error of judgment on the part of the pilot concerned. A brief descrip- tion of the circumstances which led to these accidents is given in the Report. Statistics As in previous reports, several pages are devoted to tables setting forth the statistics of civil aviation in 1926 and previous years. Space will not permit us publishing these tables, but the following is a summary of the principal farts contained therein. Table A.—In view of the introduction of statistics of air transport passenger-mileage and ton-mileage (Table I>!, it has been found possible to simplify and improve Part 1 of Table A, relating to air transport flying. The column- for machine flights and machine mileage remain unchanged, and are comparable for all the independent periods shown. The column for passengers carried, however, is not comparable throughout, since the totals quoted for 1925 and 1926 repre- sent the actual numbers of individuals carried instead of, a^ in previous periods, the numbers of persons carried over each stage of a route. The column for goods carried also differs The figures in this column for 1925 and 1926 represent the total paying cargo carried, that is, goods, mails and excess baggage. Prior to 1925, the totals do not include excess baggage, nor do they include a small amount of goods carried between aerodromes on the Continent. A comparison of the figures for 1925 and 1926 (on theprocuring greater safety. The development of metal con- revised basis) shows the large increase in traffic carried In- struction, and methods of protecting metal against corrosion Imperial Airways Ltd in 19^6 16 775 passengers and <W g , l t corrosion, are steadily proceeding. The improvement of control, the Report continues, is receiving constant attention, but owing to the complex nature of this problem dfiit ) age nc Imperial Airways i 19^ 77 passengers and tons of goods were carried in 19*>6 as against 11 193 passengers and 550 tons of goods in 1925 The mileage flown was again l th h f h lac d 55 tons of goods i 192 mileage flown s gto the complex nature of this problem, definite progress less than in the previous year as a consequence of the replace- is slow ; once again reference is made to the Autogyro," ment of single-engined aircraft by twin and three-cnirincd and also to the tailless aircraft Amongst the types of lti I i p g gy, ment of single-engined and also to the tailless aircraft. Amongst the types of multi- machines of Ireator dd i 1926 T ^ c'ompar^n h engined commercial aircraft produced in 1926, the following To are mentioned : The Armstrong-Whitworth " Argosy " (3- tionrd~thfl+ +K!" ti T >>\ . il _ X-.. _ T T Ml J (I TT 1 >> in a T :. ... LllflL LUC two traffic it may be " by stages; in yy S Of machines under construction, mention is made of two large three-engined boat seaplanes of all-metal construction carrying 15 passengers ; a twm-engined boat seaplane for the Channel Islands-Southampton Service ; and a special freight-carrying landplane. A new specification is being discussed which covers all available knowledge on commercial for ,... ..„ ., ..._ t _ thai higher than the number of passengers " by st;min 1925. Other flying for hire, mainly joy riding, in Part II (•' table, was once more prentpr in amount than in any pr< thc 264 1919^ have Tl A tOt " " ?, hAn^h oi civil 1B18i nave been taken up as passengers in this brancn <>•
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