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Aviation History
1931
1931 - 0122.PDF
FLIGHT, FEBRUARY 6, 1931 CORRESPONDENCE [The Editor does not hold himself responsible for opinions expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters intended for insertion in these columns!] BRITISH AIRCRAFT IN CANADA [2361] As a reader of your excellent periodical and an interested follower of aviation I venture to write briefly my impressions of the situation of the British Aircraft Industry as related to the development of commercial aviation in this part of Canada. As one glances at the small developments seen in Eastern Canada in the past few years the most striking feature is the absence of any effort on the part of the British constructors to interest Canadian enterprise in their products. The mails are flown to the Magdalen Islands—by American machines. Air surveys are. carried out—by American or at least by American-designed machines. A Sydney, N.S.—St. John's, Newfoundland mail service is projected—with American machines. Why not British machines for these services ? Machines that are famous the world over for performance and mechanical reliability Canadians, submerged beneath a flood of American periodicals are for the most part totally unaware that such machines are procurable for their services. Our one rather unsatisfactory Canadian aviation monthly is so poorly informed concerning British aviation as to be practically worthless. It remains for the British Constructors or the British aviation publications to bring before the Canadian public the excellence of British products and the intensive development noted therein during recent years. Lastly, I wish to express my appreciation of your interesting articles on the various squadrons of the Royal Air Force. Let us by all means have more of these articles which hold great interest for those of us connected with the Active Militia of Canada. Your paper is certainly a boon to Canadians who wander in a land where aviation literature is scarce and usually worthless. H. G. SCOTT, (Lieut. First Battn. Pictou Highlanders). Pictou, N.S., Canada. Dec. 14, 1930. THE AUTOGIRO [2362] With reference to your Editorial on January 2, may we point out that we consider the question of landing , the Autogiro in windy weather to be almost entirely a matter of correct handling. The machine should always be landed as near as possible into the wind, and on taxying in the wind should be as far as possible kept on the starboard side or dead astern. Your correspondent, Mr. Louis Mann, raises the question of the Autogiro's suitability as a mountain aircraft in this week's issue of FLIGHT. It is interesting to note that Mr. de la. Cierva, during a tour in an Autogiro which he under- took last autumn in France and Spain, made a landing in stormy weather on a very small field in the mountains between Santander and Madrid, and was able to take off again without any difficulty whatever. THE CIERVA AUTOGIRO CO., LTD., London, W.C.2. R. BLAKE, Secretary. January 10, 1931. KING'S CUP, 1931 [2363] The 1931 regulations for the King's Cup call for comment among those interested in this contest. It is, virtually, the only race of importance in the whole season, and it therefore behoves all concerned to keep the racing at the high level demanded, and doubly so by virtue of the fact that the contest is associated with H.M. the King. This year, however, we find the race excludes all profes- sional pilots, and that the intention is to limit it strictly to amateurs. Nevertheless, pilots of the Royal Air Force will be allowed to compete ? How can the R.A.F. be consi- dered amateurs ? Does not the fact that the R.A.F. are allowed to compete put the civilian pilots at a disadvantage ? Everyone is most anxious to see the R.A.F. compete, but it seems most unjust to include the latter and to exclude the professional pilot, who has in the past invariably put up a good show. I venture to predict that the Royal Aero Club will find itself deeply involved in that most complex of decisions, as to what constitutes an amateur. Whatever their findings may be, heart-burnings can but result. Of greater importance than this, however, is the fact that, if professional pilots are excluded, the race will lose a great percentage of its importance and public attraction. I have, as an amateur, invariably experienced aa acute sense of the " amateurish " on the occasion of any event in which I have competed, which was restricted solely to amateurs. The whole proceeding has invariably had an amateurish sense about it anel, with all due deference, such an atmosphere does not constitute the keenest field of competition. For competition to be keen, one must compete against professionals and this adds zest to the contest and immea- surably raises the standard of the race. As regards the chances of an amateur successfully competing against professionals, 1 have no hesitation in saying that the amateur who takes his work, or recreation (whichever you like to call it) seriously, can compete successfully with a professional. Rather than come to these questionable decisions, the Royal Aero Club should have devoted their energies to (1) perfecting 1930 King's Cup starting and timing arrangements, the failure of which robbed the race of its value during the latter stages and reduced the performance at the starting line, towards the end, to a dog fight ; (2) Severer handicap- ping is most necessary, obviating the possibility of old engines and aircraft being " hotted up "in such a manner as to hood- wink the scrutineer. One further point, which no doubt will find little support, is as to why this race should be restricted to British aircraft. Is the Derby restricted to British horses ? Are any of the international motor races restricted to British cars ? I consider that such a restriction is altogether against improv- ing the breed. Restrict the race to British pilots, but let them fly any aircraft they wish. Only by a fair comparison with foreign products can we finally produce the inevitably superior British article London, W.I. GLEN KIDSTON. January 20, 1931. BRITISH AIR SERVICES IN THE WEST INDIES [2364] With regard to the proposed Atlantic air route via the Azores and Bermuda, may I suggest that Imperial Air- ways, Ltd., undertake first a Bermuda-North America service ? Our flying-boats are the finest in the world, and have been flying over similar distances for some years. The passenger traffic to this British possession, during the season, is considerable, and an air service would net a hand- some profit ; at the same time, enough experience would he gained to negotiate, later, the entire Atlantic route. Statistics show us to be fifth in aviation, when our place is at the top of the list. It is evident that we must arouse ourselves from lethargy and pursue vigorously plans for extending our airways. The scattered position of our Empire makes this an easy matter, but if we permit others to get there before us, we have no one but ourselves to blame. It is therefore up to us to have Britannia rule the air, a> she rules the waves. New York, JOSEPH RALPH. January 10, 1931. FLIGHT CONDITIONS OF GLIDERS [2365] In your issue of January 9, you published an article entitled " Flight Conditions of Gliders," by Mr. Howard Flanders in which the writer raised two points which have caused a tremendous amount of discussion in this club. The points are : (1) That it is possible to fly with a negative angle of incidence. And (2) that it is possible under certain conditions for the centre of pressure to be behind the TnittiW edge. Now, none of us understand how either of these conditions can be possible and we are divided into two camps, those who accept Mr. Flander's word and those who don't. I wonder, if in view of the undoubted interest this : rticK has aroused, you would ask Mr. Flanders to explain -he»e two points, either through the medium of your colun is ° direct to this Club. I may say that we are avid readers of your excellent : >aper and debate such points keenly. The Cononley and District Aero Club. pp. H. M. SELLERS, Hon. «• 178, Skipton Road, Keighley, Yorks. January 24, 1931. 118
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