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Aviation History
1931
1931 - 0355.PDF
FLIGHT, APRIL 17, 1931 Fig". 6 D\TiamOlTieter <lnwt-Observer's Instrument Board) Armstrong-Siddeley " Lynx " Mark IV, which is super-charged to an altitude of 4,400 metres (14,500 ft.). Normally the dynamometer readings are taken at 2,400 metres (7,875 ft.)for which altitude the airscrew has been designed. The main dimensions of the Parnall Parasol Monoplaneare as follows : Length o.a., 30 ft. 4 in. (9-25 m.) ; wing span, 42 ft. (12-80 m.) ; wing area, 294 sq. ft. (27-33 sq. m.). Theweight of the machine empty is 2,220 lb. (1,010 kg.) and the total loaded weight 2,870 lb. (1,304 kg.). At the operationalheight of 8,000 ft. the maximum speed is 119 m.p.h. (191 km/h), and the stalling speed, 56-5 m.p.h. (91 km/h). The rate of climb is 750 ft./min. (3-82 metres per second). Theclimb to 8,000 ft. (2,400 metres) takes 12-4 minutes. The absolute ceiling is 29,000 ft. (8,900 metres).These figures refer to the machine as fitted with the wing tested by the Air Ministry. When a different wing is used,the figures will, of course, be influenced by the characteristics of that particular wing. Anyone seriously interested in the Parnall Parasol Mono-plane may obtain further particulars direct from the makers, George Parnall & Company, Yate Aerodrome, Gloucestershire,England. 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.'] IRISH FREE STATE CIVIL AVIATION GRANT [2377] I would like to correct a slight error whichappeared in FLIGHT for March 27, relative to a token grantin aid of civil aviation in the Irish Free State, it may interest many here to know that this ^10 grant has appeared underthe Dept. of Defence Vote for the years 1930-1931 and 1931- 1932, but no vote has ever been given through the Dept. ofindustry and Commerce as yet, and which is the proper department for such items, seeing that this office intendsio lowing strictly the lines of the Air Ministry. One naturally asks what has the Minister of Defence got to do with CivilAviation here, the answer to my mind though funny to some Is a lemon. You see, we Irish like to do things in Gaelic ways and methods, like the countryman who got his home electric-ally lit and heated, and on returning one evening to find the fireman finished and gone, rang up the Power House atArduacrusha to have the current shut off till he lit a candle to inspect how his job was " done." I heard lately also thatrjv1 -nston Aerodrome Co., Dublin, was to be turned into a 'od; jig house next year. ;blin, OBSERVER. March 31, 1931. T23' shir- quen Par], pres.Br factc 1.' OUR AIRSHIP POLICY Whether or not Britain continues to build air-in view of the terrible disaster to R.101 and the subse- - report thereon, will doubtless be fully discussed byment at a (to them) more suitable time than this '- one of trade depression, etc. • no amount of discussion will ever hide the importantgoverning the question of " to be, or not to be " y"d briefly, they are as follows :— a world where the power of any nation is the strength or weakness of its Air Force and aerial defences, Great Britainranks FIFTH. 2. Our geographical position is such that it renders ourcountry easily open to surprise aerial and naval attacks by enemy powers : we must, because of the said position ofGreat Britain, head the balance of world air-power ; instead of ranking fifth, we owe it to ourselves and the millions who,during the Great War, made the Great Sacrifice on land, at sea and, above all, in the air, to see that we head the world'sair power. 3. Other countries will not be readily deterred by thedisaster to refrain from building even greater airships. America is already in the process of doing so. We MUST GOON. Forty-eight lives may have been lost in R.101, but during the first few months of this year, R.A.F. fatal accidentsapproached over half this number (so the Press gives us to understand) . . . yet these fatalities . . . though eachto be deplored as much as the forty-eight of R.101, do not cause the Government to refrain from building furtherService machines or training more pilots. The road to success as a world power must ever lie overits previous failures and regrettable accidents ; lives must ever be sacrificed for one's country ; if we stop building air-ships now . . . the lessons of R.101 will have been in vain. 4. Above all, we need airships to guard our trade routes . . .airships to carry troops in time of war . . . airships to carry aeroplanes, and to act as a base for them in land or navaloperations. Airships should be our transport waggons of the air ... as well taking a larger part in aerial defence athome and abroad. MARY KNIGHTLEY.Golders Green, London, N.W.I 1.April 7, 1931. 331 c2
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