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Aviation History
1929
1929-1 - 1113.PDF
FLIGHT, SEPTEMBER 13, 1929 to come into existence as muskrat ranching gets under way in Western Canada. Already, in one instance at least, the 'plane is being used in connection with one such establishment for purposes of transport and survey. The director is able to fly from his city home to the ranch beyond civilisation's fringe, and can at any time rapidly and conveniently make a survey of the enormous property and its wild life. As the tendency in the future will in all probability be to locate such large ranches farther north, the use of the 'plane in their operation can be expected to steadily extend. In its ruthless advance the aeroplane has penetrated the northland and revolutionised all phases of frontier life. Canada's first industry is among the last to be affected, but it is inevitable it should be as drastically changed as others. Already the machine winging its way overhead on various missions has become familiar to the solitary trapper on his round, and it is a mere step to practical utilization. The past winter saw the first steps in that direction, and the future will doubtless experience a steadily increasing modernisation of a trade which has stood still for centuries. AIR MINISTRY NOTICES NOTICES TO AIRMENMis-Use of Wing Flaps IT is notified :—1. Aircraft fitted with wing flaps which are adjustable in flight by the pilot, must on no account be allowed to dive with the flaps down. Mis-use of wingflaps in this way induces forces which aircraft structures are not designed to withstand. 2. The only occasions on which flaps may legitimately be operated are(a) When taking off. (b) On climb, (c) When landing. At all other times they should be in the neutral position. No. 48 q/1929). Croydon Aerodrome. New Compass Swinging BaseI. A NEW and improved form of Compass Swinging Base situated in the S.E. corner of the Croydon aerodrome, approximately 165 yards to theS. of " B " shed, is now available for use at the rates shown in paragraph V below. II. Application for use.—Owners or persons in charge of aircraft wishingto use the base should notify the Chief Aerodrome Officer accordingly. The Chief Aerodrome Officer will then detail a traffic hand to superintend the useof the base. III. Description.—The compass base comprises a rotating turntable orcentral platform, capable of being locked on the eight principal points of the compass by means of brass tongues recessed into the table. Thesetongues are marked, respectively, in an anticlockwise direction, N., N.E., E., S.E., S., S.W., W., and N.W. The insertion of the tongue marked N, into the fixed locking block in theconcrete surround, ensures the fore and aft line of table being in the magnetic meridian. Rotation of the table in a clockwise direction will then bring theremaining tongues opposite the locking block in the order given above. The fore and aft line of the table is indicated by one aluminium strip andfour parallel lines of gun-metal studs, and the athwart-ship line by one line of gun-metal studs. A tail-lifting jack is incorporated in the table to raise aircraft into the flyingposition. . Eight locking cams are provided beneath the platform to prevent injuryto the bearing surfaces while aircraft are being manoeuvred on to or away from the base.IV. Instructions for use.— 1. Unlock the cams to free table, rotate the turntable until the S. pointmarked with an arrow head is opposite the arrow head on the concrete. 2. LOCK THE CAMS.3. Bring the aircraft on to the base, so that its longitudinal axis is exactly parallel to the fore and aft aluminium strips, and so that the C.G. of the aircraftis, as far as practicable, over the centre of the platform. 4. Raise the aircraft into flying position, using the tail lifting jack if it is aheavy aircraft. A suitable wooden trestle may, however, be used in the case of light aircraft.5. Unlock the cams. 6. Rotate the table as desired.7. On completion of the compensation of the compass, rotate the table so that the S. point is opposite the tail of the arrow on the concrete. 8. LOCK THE CAMS.9. Taxy the aircraft away from the base. V. Table of Charges.—Aircraft of weight (empty) not exceeding 3,000 lbs.,5s. ; not exceeding 5,000 lbs., 10s. ; not exceeding 10,000 lbs., 15s.; over 10,000 lbs., £1. (No. 49 of 1929). Manchester (Wythenshawei Aerodrome: Approval as CustomsAerodrome 1. MANCHESTER (Wythenshawe) aerodrome is, with the concurrence of theCommissioners of Customs and Excise, approved as a Customs Aerodrome under paragraph 2 of Schedule VIII to the Air Navigation (Consolidation)Order, 1923. 2. The necessary Directions under the above-mentioned Order will bepublished in due course as the Air Navigation Directions, 1929 (A.N.D. 4G). 3. The approval is given only until February 28, 1930, and may bewithdrawn at an earlier date by further Directions. (No. 50 of 1929.) Use of Tri-Coloured Navigation Lights on Aircraft 1. THE rules as to lights to be carried on " flying machines," given in theAir Navigation (Consolidation) Order, 1923, Schedule IV, Section I, para- graph 2 (a), as amended by the Act Navigation (Amendment) (No. 3) Order,1928, are regarded as being complied with if the following modified lights are employed on " flying machines " of less than 60 feet wing span :Two tri-coloured lights, one mounted above the centre-section of the aircraft and the other below the fuselage, instead of the usual sideand tail navigation lights. The lamps should be so constructed as to show a green light on theright side, a red light on the left side and a white light astern, through the angles laid down in the Air Navigation (Consolidation) Order 1923,Schedule IV, Section I, paragraph 2 (a) as amended by the Air Naviga- tion (Amendment) (No. 3) Order, 1928. The range of the lights shouldbe as specified in the. Order. 2. " Flying machines " with a wing span of 60 feet or more, must carrythe usual separate navigation lights. No. 51 1929.) Plights Across the Channel : Arrangements for Reporting andSearch 1. PILOTS of aircraft which are not equipped with W/T, who desire totake advantage of the arrangements for signalling their passage across the English Channel, as described in Notice to Airmen No. 38 of 1928, shouldnote the procedure outlined below. 2. An aircraft which has effected a circuit around Lympne aerodromeindicating departure for the Continent, but which is obliged, owing to weather or other cause, to abandon the attempt to cross the Channel, must return to 1022 Lympne and circuit the aerodrome a second time, such circuit being con-tinued until the signal of acknowledgment (defined in Notice to Airmen No. 6 of 1929) is given. This second circuit will have the effect of cancelling thefirst circuit. 3. In the event of it being decided to abandon the Channel crossing, it isof the utmost importance that this second circuit be made by an aircraft which has previously signalled its departure for the Continent. Otherwise,the aircraft may subsequently be reported missing, and an unnecessary search made. 4. At present, this " cancellation " procedure is only to be employed atLympne aerodrome. Arrangements may be made later for its adoption at the Continental reporting points.5. The search and rescue service, described in Section 2 of Notice to Airmen No. 38 of 1928, has been augmented, a flying-boat owned by theCompagnie Aerienne Francaise being available for patrol duty from Calais. (No. 52 of 1929.) Civil Air Maps of Great BritainIT is hereby notified— 1. Further to Notice to Airmen, No. 23 of 1929, certain additional sheetsof the civil air maps of Great Britain have now been placed on sale. 2. The numbers of the sheets and the approximate areas covered aregiven below :— (i) The Ordnance Survey Ten Mile Map of Great Britain Special AirEdition).— Sheet 1.—That portion of Scotland lying N. of latitude 55° 40' N.(ii) The \-in. Ordnance Survey Map of England and Wales Civil Air Edition).—Sheet 5.—That portion of England and Wales lying between Latitudes 52° 34' N. and 53° 36' N., and between Longitudes 0= 45' W. and3° 21' W. Sheet 6.—That portion of England lying between Latitudes 52° 32' N.and 53° 36' N., and E. of Longitude 0° 45' W. Sheet 8.—That portion of England and Wales lying between Latitudes51° 32' N. and 52° 34' N., and between Longitudes 0° 48' W. and 3° 20' W.Sheet 9.—That portion of England lying between Latitudes 51° 30' N. and 52° 32' N., and E. of Longitude 0° 48' W.Sheet 11.—That portion of England and Wales lying S. of Latitude 51° 32' N., and between Longitudes 0° 50' W. and 3° 19' W.3. Copies of these maps may be obtained from FLIGHT, 36, Great Queen Street, W.C.2. Post free: Sheet 1, 5s. 3d. (mounted 6s. 4d.) ; Sheets 5, 6,8, 9, 11, each 2s. 8d., mounted 3s. 9d. (No. 53 of 1929.) NOTICES TO GROUND ENGINEERSD.H.50 and D.H.50A Aircraft : " Puma " Engine Petrol System (1) THE modifications described herein must be satisfactorily incor-porated in all existing D.H.50 and D.H.50A aircraft with " Puma " engines before any such aircraft is submitted for inspection for renewal of the Certi-ficate of Airworthiness. (2) The modifications consist of altering the present position of the petrolfilter to a position above the level of the carburettors. A ' Y piece is fitted on the filter outlet, and separate branches are led from this Ypiece to elbow connections on the bottom of the carburettors. A £-in. vent pipe is led from the highest point of the filter to above the top level of thefuel tank. (3) These modifications are introduced to overcome the likelihood of fuelstarvation due to air locks, which are probably caused by the heat of the exhaust pipe vaporising the petrol in the lead from the tank to the filter.(4) The modifications are shown on D.T.D. Drg. No. 16/11)98, copies of which can be obtained on application to the Drawings Library, Air Ministry,Kingsway, W.C.2, on prepayment. (5) No Certificate of Airworthiness will be issued or renewed in respect otany D.H. 50 and D.H.50A aircraft with " Puma " engines unless the above- mentioned modifications have been satisfactorily incorporated. (No. 15 of 1929.) Magnetos : Suitability for Use with Screening Equipment and MetalBraided H.T. Ignition Cables (1) CERTAIN types of magnetos fitted on aero engines have been approved,and are suitable for use only with plain rubber H.T. ignition cables, Ine fitting of metal distributor screens and metal braided H.T. ignition cablesthereto, for the purpose of overcoming interference where wireless is installed in an aircraft, may seriously affect their correct functioning owing to tneincreased load imposed due to capacity effect, and result in engine failure oi defective running. (2) The attention of ground engineers is, therefore, directed to the necessityof ensuring that metal distributor screens and metal braided H.T. ignition cables are not fitted to any magneto unless it is of a type which has Deentype-tested and approved for use under these conditions on the particular type of engine in question. (3) The following is a list of the types of magnetos which have been type-tested and approved for use with metal screens and metal braided H.J- ignition cables and is appended for guidance. Additions will be made as anawhen necessary. Aero Engine Magnetosn.T.H. Types.—A.V. 14, S.V.14A, A.V.12D. A.V.12E. A.V.I2F, S.V. M, S.V.12F, S.V.9, S.C.14-1, S.C.12-7A, S.C.12-7B. A.C. 12-1, A.C.1.M"-S.C.9-1, S.C.9-1A, S.C.9-1B. S.C.7-1. S.G.5-1. Watford Types.— C.6.S.M. S.T.5-1. S.P.9-1. Hand Starter MagnetosB.T.H. Types.—S.S.-l. A.S.-l. (4) The following have received "limited" approval only. Ihese arcearly type hand starter magnetos, and are only capable of dealing *«»,";• capacity effect of a very short length of metal-braided cable :—C.A.v. ivpi..CAV. (modified). Lucas (Thompson-Bennett) type. A.M.S. (modified). (No. 16 of 1929.)
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