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Aviation History
1927
1927 - 0423.PDF
JUNE 9, 1927 T London Gazette, May 31, 1927.General Duties Branch The following Pilot Officers promoted to rank of Flying Officer :— D. G. K.Walker (Mar. '21) ; C. S. Home (Apr. 12). The following Flying Officers arc transferred to Stores Branch on probation(May 21) : A. K. Evans, D.F.C., G. J. Gaynor. F. E. R. Dixon, M.C. The following officers are transferred to Reserve : Class A : Flight-Lieut. G. >,.Holmes (May 31) ; Flying Officer K. Fulford (May 18). Medical Branch Medical Q.Mr. Flight-Lieut. E. Bennett is placed on retired list and granted permission to retain rank of Sqdn. Ldr.fMay fM\). Reserve of Air Force Officers General Duties BranchC. W. Har%'eyis granted comm. in General Duties Branch, Class A.A., as ROYAL1&AIR FORCE Pilot Officer on probation (May 17) ; T. H. Worth is granted commn. in GeneralDuties Branch, Special Reserve, as Pilot Officer on probation (May 19). The following Pilot Officers on probation are confirmed in rank : J. H.Gresham (May 26) ; L. S. Ash (May MO), Flying Officer C. K. Robinson is transferred from Class C. to Class A (May 23) ; Flying Officer G. W. Smartis transferred from Class A to Class C (Mar. 11) ; Flying Officer A. B. Roche is transferred from Class B to Class C (May 21). The following relinquish their commns. on completion of service : FlyingOfficer R. A. Coulthurst (Mar. 11) ; Flight-Lieut. G. N. Humphreys (Apr. 24) ; Flying Officer E. Bradley (May 27). AUXILIARY AIR FORCEGeneral Duties Branch The following to be Pilot Officer: No. 603 City of Edinburgh (Bombing)Sqdn.—J. M. Fosbrooke (May 31). ROYAL AIR FORCE INTELLIGENCE Appointments.—The following appointments in the Royal Air Force are notified :— General Ditties liranch Flying Officers: L. B. McGovcrne, to No. 24 Sqdn., Northolt, 3.5.27. G. P. Macdonald, to No. 24 Sqdn., Northolt, on appointment to a Short. Service Commission, 9.5.27. B. Cheese man, M.B.E., S. IX Scott and G. K. Niiholctts, to Far Kast Flight, Felixstowe, 17.5.27. F. F. Inglis, to R.A.F.IVpot, I'xbridge. 11.4.27. (Hon. Flight-Lieut.). I.. P. Winters, to R.A.F. Depot. 1'xbridge, 12.5.27. B. B. Dowling, to No. 4 Sqdn., S. Farnborough, 20.4.27.Pilot Officers : W. G. Abrams, C. E. Chilton and R. S. Darbishire, to Marine Aircraft Experimental Establ., Felixstowe, 17.5.27. \V. H. Shorter, to No. 13 Sqdn., Andover, 20.4.27. T. B. Byrne, to No. 1 Sqdn., Tangmcre, 20.4.27-W. J. Piekard, to No. 13 Sqdn., Andover, 20.4.27. C. R. McEvoy, to No. I« Sqdn., Old Sarum, 20.4.27. H. H. Martin, to Sch. of Tech. Training (Men),Manston, 20.4.27. B. M. Cary, to No. 16 Sqdn., Old Sarum, 20.4.27. Stores Branch IVing f'ommander E. W. Havers, to H.Q., Coastal Area. 29.4.27.Squadron Leader W. B. Cushion, to Air Ministry, Directorate of Equipment 6.5.27.Flight Lieutenants : A. T. Cooper, to the Packing Depot, Ascot, 'J7.5.'J7. W. C. Farley, to No. 22 Group, H.O.. Farnboro'.igh. 20.5.27. A. H. Comfortand E. L. Ridley, to R.A.F. Depot, Uxbridge, 9.4.27. RYAN MONOPLANE— concluded from •/>. 379.) a speed of about 87 m.p.h. Finally, tor the machine light, the mileage lias become 2-29 miles per lb., at 67-5 m.p.h., corres- ponding to a consumption of 4-8 gallons per hour. The central set of curves in this set show gallons per hour against airspeed, and the right-hand curves miles per lb. of petrol against gross weight. Another two sets of curves show engine revolutions per minute against airspeed for various gross weights, and engine revolutions per minute against gross weight. The final curves, based upon those to which reference has been made, represent time plotted against distance, and airspeed and revolutions per minute plotted against distance. From the former it is seen that the duration is estimated to be 47-5 hours, while the range with no wind is 4.040 miles and with a following wind of 10 m.p.h. it is 4.490 miles. The distance from New York to Paris (3,60(1 miles) should be covered in 42 hours with no wind, and in 36.1 hours with tail wind of 10 m.p.h. The actual time taken by Lindbergh tallied remarkably well with the estimated time, so that Mr. Hall's estimates must have been very accurate. The way in which the most economical speed and revolutions per minute varied with distance is indicated in the central graph on p. 379, the curves on the left referring to the engine revolutions per minute scale and those on the right to the airspeed scale. The " practical " engine revolutions drop from 1,660 r.p.m. at the start to 1,230 at end of New York- Paris distance, and the " practical " airspeed from 95 m.p.h. just after the take-off to 77 m.p.h. upon reaching Paris. The information published above makes it abundantly clear that there was no guesswork about the flight of the " Spirit of St. Louis," and those newspapers which were inclined to regard Lindbergh as a " flying fool " were very wide of the mark, not only as regards the personality of the man himself but also concerning the way in which the whole flight had been planned. As far as was humanly possible to foresee, there was a wide margin in reserve, and with two provisos the flight was assured of success : The ability of the engine to keep running, and the capacity of Lindbergh to keep awake and to navigate his ship. Both proved equal to the task, and the rest of the story the world already knows. We do think, however, that at least one other factor in the equation of success deserves to be mentioned : The Duralumin propeller supplied by the Standard Steel Propeller Co. seems to have stood up well, in spite of the fact that 1,000 miles or so were flown in rain and sleet. We hope to learn more about this propeller later. Royal Air Force Flying Accidents THE Air Ministry regrets to announce that as the result of an accident at Littlewick, near Maidenhead, to a D.H. 9 machine of the Civil Flying School, Stag Lane, Edgware, on May 12, Flying Officer William Alan Foot, Reserve of Air F'orce Officers, the pilot and sole occupant of the aircraft, was killed. Also, on the following day, that as the result of an accident at Henlow Aerodrome, Bedfordshire, to a Bristol Fighter of the Royal Air Force (Cadet) College, Cramvell, Flight Cadet Alfred Cyril Bentley, the pilot and sole occupant of the aircraft, was killed." The Ministry also announces that Flying Officer (Honorary Flight-Lieut.) "Richard Fenner Carter" was severely injured and died later after an accident near Gosport Aerodrome in his Fairey IIIJ). machine when flying alone on May 13. Pilot Officer Arthur George Mace was also killed on May lv* at Sealand, Queen's Ferry, Chester, when flying an Avn> of the No. 5 Flying Training School, Sealand. On the sairu- day Pilot Officer Arthur Leslie Holden was severely injured and died later after crashing at Kenley, Surrey, in a Game cock machine of the No. 32 Squadron. Kenley. An Air Taxi for Is. per Mile IT is announced that air " taxis " can now be hired to % to any part of Great Britain and the Continent at the reduced rate of Is. a mile. Lieut.-Col. G. P. Henderson, whose air garage is at Brooklands, has formed a fleet of two- seater air " taxis " capable of flying at 7o to 80 m.p.h. at a charge of ;4 an hour, or approximately Is. per mile. When the first D.H. air " taxis " were introduced in 1919 the charge was 5s. a mile, which has steadily been reduced to 2s. a mile, this price remaining steady for some years now. No. 20 Squadron Reunion Dinner IT is hoped to hold this Dinner again at Gatti's, on Satur- day, July 2. at 8 p.m. Tickets, 125. 6d. Would any past or "present officers of No. 20 Squadron, who would like to attend please communicate with Mr. T. A. Metford Lewis, Postling. near Hythe, Kent. Czechoslovak Aircraft in Bulgaria THE Bulgarian Government recently gave the Aero Co. of Prague the power to erect an aircraft factory at Kazanlik on a site to be provided free of cost by the State. Its con- struction is to begin at once, and when completed it is to have an annual output of 100 machines, most of which the State will purchase for the first few years. The Turkish and Rumanian Press demanded that this proposal should be brought before the recent conference of the Little Entente at Joachimsthal, Czechoslovakia. It is not yet known whether the Rumanian Foreign Minister raised this question at the Conference, but even if he did it may be assumed that the Czechoslovak delegate would have defended the cause of a Prague firm and that he would have been sup- ported by the Yugoslav delegate. 385
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