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Aviation History
1929
1929 - 0252.PDF
The Controls on the " Hawk Moth" are somewhat unusual. The "joystick" hinges some distance up, and the lower portion, with sprockets and chain, isenclosed in a casing. the steep angle of the supporting pillar and the small diameter of the wheel, which, on meeting a hard obstacle, might receive a knock in a horizontal direction. The wings, as already indicated, are of wood construction, with box spars and orthodox wooden ribs, fabric covered. The two halves of the wing are hinged to the top corners of FEBRUARY 1, 1929 the fuselage, the front spar joint having a quick-release pin and the rear spar a hinge, as the wings are designed to fold. The wing is braced by two sloping struts on each side, attached to fittings on the lower longerons. A fairly short diagonal strut runs from front to rear main strut, and serves to stabilise the wing structure when the wing is folded. A telescopic jury strut is permanently hinged at one end, with the other held in a catch when the strut is not in use. This jury strut serves, when the wing is folded, to support the forward corner. The undercarriage is of very wide track, and rubber blocks working in compression form the shock-absorbing medium. The telescopic leg is supported at the top by Vee tubes to the fuselage, and at the lower end another Vee is formed by the bent axle and the radius rod, as shown in one of our sketches. The power plant of the first machine is one of the new de Havilland " Ghost " engines, a Vee type air-cooled of eight cylinders. In effect this engine is two " Gipsies " placed together in Vee formation. Reduction gearing is employed, and the engine delivers some 200 h.p. For those who desire to use a radial engine, the Armstrong-Siddeley " Lynx " can be fitted, a suitable " nose " to take this power plant having been designed. The petrol tanks are placed inside the wing, one on each side, and give direct gravity feed. The fuel capacity will be about 35 gallons in each tank, which would give the machine a duration of something like 8 hours. Normally a smaller quantity would probably be carried. • The pilot occupies the forward seat on the port side, and the controls are of somewhat unusual type in that the lateral movement of the " stick " pivots about a point some distance up, the lower portion, with its sprockets and chain, being enclosed in a casing. Pedals are used instead of the more usual foot bar, and not only is provision made for adjusting the pedals, but the cross bar that supports them may be locked in any position by a simple friction device. Wheel brakes are fitted, and can be operated either together or independently, thus facilitating manoeuvring on the ground. The cabin is heated by a muff around the exhaust pipe, and ventilation is provided. The side windows are of the sliding type, and can be opened to a greater or smaller degree as desired. The de Havilland " Hawk Moth '' has a tare weight of about 2,000 lbs. (910 kgs.), and its certificate of airworthiness covers a total loaded weight of 3,500 lbs. (1,590 kgs.), although with normal load the gross weight will probably not be more than about 3,200 lbs. (1,455 kgs.). The normal load will be made up of four people, 200 lbs. of luggage, and about 35 gallons of petrol and oil. For normal gross weight, the wing loading will thus be 11-56 lbs./sq. ft. and the power loading 16 lbs./h.p. It is estimated that the normal petrol consumption will be 8 to 8-5 gallons per hour at a cruising speed of about 100 m.p.h., which will represent a mileage of approximately 12 miles per gallon. Air Navigators Company Formed ON February 1 a gathering of commercial transport pilots of Imperial Airways, Ltd., and independent concerns, met at Rules Restaurant, Maiden Lane, London, and decided to form a professional company of air pilots and navigators. The main object is to improve the status of the professional pilot and by examination and other means ensure that a high standard of ability is maintained. Flight-Lieut. E. L. Johnstone, of the Royal Airship Works, presided, and laid before the meeting the articles of association and rules modelled upon those of the Company of Master Mariners. The main points of the proposed articles are as follows :— Membership limited to certificated air pilots and air navi- gators who are British-born subjects. Membership to be by election and limited to men of high record. The encourage- ment of a high and honourable standard both of practical proficiency and professional conduct. The institution of various measures calculated to increase the knowledge of air navigation and co-operation with other aeronautical bodies. Other purposes of an educational and charitable nature are included in the articles and it is also suggested that the constitution of the company shall include a master, a deputy master, wardens and a governing court consisting of wardens and elected members. The Director of Civil Aviation (Sir Sefton Brancker), who was at the meeting, warmly supported the proposal, and Colonel the Master of Sempill (Chairman of the Royal Aeronautical Society), Sir Arthur Whitten Brown (the navigator of the first aeroplane to cross the Atlantic), and Sir Alan Cobham all wrote in favour of the project. It was emphasised that it was intended to include all professional pilots and navigators, not only in this country, but within the Empire, by means of branch associations in years to come, and a suggested title was " The Company of Air Pilots and Navigators of the British Empire." By general consent the following drafting committee was appointed to consider the matter in the light of the various suggestions put forward :— Air Vice-Marshal Sir Sefton Brancker, Capt. H. S. Wilcock- son (Imperial Air Transport), Capt. Norman Macmillan (Experimental Test Pilots), Lieut.-Col. G. L. P. Henderson (Instructional Flying), Flight-Lieut. E. L. Johnstone (Air Navigators), Capt. V. H. Baker (Flying Clubs), Capt. L. Hope (Independent Air Transport Operators), Maj. G. H. Brackley (Administrative Air Transport Operators), Major G. H. Brackley (Administrative Air Transport), and Mr. L. A. Wingfield (Legal Adviser). Demand for America Airports To cope with their airport contracts the New York company of engineers, Black & Bigelow, Inc., has found it necessary to create an airports division to its staff. The company was awarded the contract for all engineering and design work for the Central Airport, Camden, N.J., which will serve the cities of Camden and Philadelphia. The selection of airport sites and field design for country flying clubs are also in the hands of the company. This scheme is by a national organisation^ sponsored by leading men in aviation to establish a chain of flying clubs patterned on the style of high-class country clubs, but having flying fields instead of golf courses.
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