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Aviation History
1931
1931 - 1177.PDF
FLIGHT, NOVEMBER 6, 1931 " Looking For Trouble;; General Aircraft, Ltd., have had a number of flight tests made with their experimental machine, with one engine stopped and with individual pyramid bracing wires removed. Below Fit. Lt. Schofield reports on the behaviour of the Monospar Machine under these conditions N October 2, 1931, a series of " take-offs," in thecourse of which one throttle was closed at every stage of the operation, produced the followingresults:— In the early stages, from a start with one engine only,it is not possible to keep straight, but rudder control rapidly becomes adequate as forward speed increases. Theresulting swing at first is gentle and slow, however, and not in any sense of a dangerous character, and one instinc-tively throttles the running engine, which provides the necessary correction immediately. At approximately 35 m.p.h. airspeed ample control isavailable, and at 40 m.p.h. the machine was taken off without difficulty and turned against the running engine.In the air, speed increased to, and was maintained at, 62 m.p.h. With the failure of one engine at any stage of the take-off, therefore, it may be confidently said that, under normal circumstances, any situation can be easily over-come. With the use of lateral control, which is effective at low speed, in conjunction with the rudder, conditionsare still further improved. For a flight on October 12 and 15 individual pyramidbracing wires were removed from the starboard main plane. Fit. Lt. Schofield reports as follows: No deflec-tions or movements of any description, or variation of lateral control were apparent during normal manoeuvres,which included decisive changes from steep turns in one direction to the opposite direction. In order to avoid the possibility of straining the struc-ture, no excessive loads were put upon the ailerons, but, from the flying point of view, I am satisfied that no diffi-culties need be anticipated following possible failure of any part of the torsional bracing structure. In both sets oftests the loaded weight was 1,452 Jb. We believe further tests are to be made. Egyptian Army Air Service GYPT, like Iraq, is to havean army air service, and Air Commodore A. G.Board, C.M.G., D.S.O., has been seconded from the RoyalAir Force in order to take up the appointment of Director of thenew service. The selection should be a good one, for Air CommodoreBoard has been for four years chief staff officer of the MiddleEast Command. He is an early pioneer of flying, for he took hiscertificate in November, 1910, and its number is 36. Before that hehad seen active service in the South African war. He has alsobeen an instructor at the Central Flying School at Upavon. Afterthe war he was for a time Deputy Director of Personnel at the AirMinistry. The nucleus of the new servicewill consist of some Egyptian pilots, who have been taught torly in England, and a small fleet of " Gipsy Moths." Five of thesewhich were delivered at Stag Lane on November 3, are shown inone of the accompanying photo- graphs. The other photographshows from right to left Dr. Hafiz Afifi Pasha, the Egyptian Ministerin London, Gen. Sir Charton W. Spinks, K.B.E., D.S.O., In-spector-General of the Egyptian Army, Air Commodore Board (inblack coat), three Egyption pilots, Fit. Lt. Stocks, and Mr. C. C.Walker, of the de Havilland Air- craft Co., Ltd. (FLIGHT Photos.) 1099 B2
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