FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1932
1932 - 1176.PDF
FLIGHT, NOVEMBER 17, 1932 TO WELCOME MR. E. P. WARNER, Aviation" (U.S.A.) Editor ^jgrT the bidding of Com. Murray, U.S.N., America's C^OI Naval Attache, a goodly number of prominent »_/ ill men in the aviation world foregathered at a luncheon on Thursday last week at the Hyde Park Hotel to do honour to Mr. Edward P. Warner, the very popular Editor of our United States contemporary Aviation, who has been on a short visit to this country. Com. Murray, who occupied the Chair, after the King's toast, after about a dozen words, saying there were to be no speeches, left the field open for Mr. Warner to pass on his views and opinions upon aviation matters in the States. And a big budget of facts and figures resulted from the guest of the day, given in an exceedingly lucid and interesting form, although his speed of speaking, however clear, made it at times a little difficult to absorb the details of facts with which he regaled his listeners, a speed well in keeping with that which aviation has set the world of transport. Mr. Warner at the outset, in regard to any facts he might give, wished to make it quite clear that he desired it to be understood that he claimed no monopoly in brains or in the power of production for his country. He only proposed to give a few facts and leave inferences to be deduced for the good of all. And some of those things might not, perhaps, be quite to the liking of his own countryman. In Washington, he said, there was an organisation of newspaper editors, who met twice annually to discuss certain subjects relating to who, which, what and how leading public characters should be handled in cartoons and other directions. Ladies might be present but no reporters. Therefore, with this warning from Mr. Warner, it naturally follows that just a few points only are given out of the great many which he was able to fire at his audience. He emphasised that in air transport America looked for ward with confidence more than any other country in the world; the U.S. Government had given good support to the transport lines. In regard to the life of transport machines, this had raised a serious manufacturers' problem as, instead of their lasting three years as it was anticipated, they went on indefinitely, and were still, subject to over hauling, giving good service after five years. In fact, there were at present some 600 planes built in 1929 still operating. In regard to the future, seven or eight factories were now manufacturing machines for early delivery—all alike in their characteristics and giving a cruising speed of 140 m.p.h. The following year this would be 150 to 160 m.p.h. He did not agree with this demand for higher and higher speed. It could not be achieved, coupled with economy. His idea of an operating speed, with economy, was nearer 120 to 140 m.p.h. Operators, however, insisted they must have a higher ratio, not less than 200 m.p.h. He preferred at most 160 for 1933 and gradually to rise thereafter. The speed demand resulted in the lines with 175 m.p.h., gradually taking away the business of the 120 m.p.h. lines. An advantage for flying at home was that there were landing grounds practically 25 miles apart, a number of which gave 3,000 to 5,000 ft. run for taking off and landing. Regarding the internal cabin arrangements, if the S ki S The " Corona " Parachute THE Swedish Government has placed an order for a supply of " Corona " parachutes designed by Carl Lun- holm. This parachute incorporates in its design several novel features, chief of which is the fact that it can be released either by hand or automatically by means of a release line attached to the machine. Objection has often been raised to automatic release on the grounds that danger of fouling the release line is too great, but Mr. Lunholm has bestowed special care upon the manner in which the release rope is packed and attached to the machine. This parachute is also equipped with a shock- absorbing device and the harness is so constructed that the opening shock affects the less sensitive parts of the body, also the designer claims that the unpleasant swinging motion which usually accompanies the opening has been minimised by equipping the parachute calotte with a number of " outlet holes." Manchester Model Aircraft Society THE above-named Society has recently been formed to great public were to be attracted to use air lines regularly, in the end the constructors would have to equal the luxury travel of the railways, etc. This would not include busi ness men, who would be prepared to put up with many shortcomings in favour of speed. Regarding miles flown, in 1929 some 50 millions were flown; 100 millions in 1930, increasing to 150 millions in 1931. The passenger revenue now was 10 million dollars; the Post Office (for domestic postage) 20 million dollars. and for foreign 7 million, about two-thirds of the entire revenue being for mails. In three to four years the com mercial lines would have to be, and could be, self-sup porting on typical routes—except the non-commercial politically created lines. In mentioning general design, etc., Mr. Warner said the tendency was towards monoplanes, especially from the military side—these also attracting the attention of the Navy, they being concerned with compact parking space on the carriers. Duralumin was the metal preferably chosen; water-cooled power plant was practically dead, although the Army were still taking delivery, but the Navy none. Air-cooling was definitely in the ascendant. Three- engined plant was losing favour against twin-engined, especially in transport—ring-cowling helping to bring this about; retractable gear was more and more in favour, and in spite of all disadvantages would prevail in time; control by flaps was popular; on score of weight and ease of maintenance, air-cooled engines were preferred, and vari able pitch propellers were likely to be in general use. One thing he said he had urged was the use of better fuels. Now all military machines used " Ethyl " spirit, giving more power for the same engine, one firm telling him it had saved him 5 per cent, in his fuel bill. " Private " owners numbered 3,500, most of these being in some way connected with aviation business, and other business men. If they expected the industry to go forward and prosper, they must develop the real private plane owner. So far they had not reached the purely amateur private owner. In regard to blind flying, although their pilots had for some time ridiculed the whole idea, they had now seen the error of their ways and had taken it up strongly. Recognised licensed machines totalled 10,600. In addition there were some 3,000 " identified " machines (not regis tered), although he thought about half of these did not exist at all. Classified machines gave, roughly, to transport 650, oil interests 100, " officials' transport " 100, flying clubs 500 and for odd jobs, etc., about 2,000. Finally, in regard to really private ownership without any aviation interests, he would put the figure at 500. Altogether a very informative talk. Amongst the guests of the American Embassy were: — Lord Gorell, C.B.E., M.C.; Air Vice-Marshal H. C. T. Dowdmg, C.B., C.M.G.; Lieut.-Colonel F. C. Shelmerdine, CLE., O.B.E.; Sir John D. Siddeley, C.B.E.; F. Handley Page; John D. North; Harold E. Perrin; Captain H. R. Gillman; Major Oliver Stewart, M.C., A.F.C.; Stanley Spooner ; Captain H. S. Howard (C.C.), U.S. Navy; Lieut.-Colonel Cortlandt Parker. U.S. Army; Major M. F. Scanlon, U.S. Army; Major W. T. Piggott, U.S. Army; Raymond E. Cox, American Embassy; Robert A. Bruce; Group Captain A.'B. Burdett, D.S.O., O.B.E.; T. CM. Sopwith, C.B.E.; Edward C. Bowyer; 'Colonel The Master of Sempill; Major T. M. Barlow; H. E. Wimperi5, C.B.E.; Sir Robert McLean; Captain J. S. M. Ritchie, R.N.; Mr. W. T. Prendcrgast, American Embassy; C. G. Grey; Commander G. D. Murray, U.S. Navy ESS further the science of model aeronautics in Manchester and district by practical experiments in the design, construc tion and flying of models, both scale and otherwise. Whilst it is intended to concentrate on the scientific value of experiments, at the same time the sporting side of model aviation will be well provided for by various competitions throughout the year. Meetings will be held each Sunday (weather permitting) on the Old Aerodrome, corner of Mauldeth Road and Princess Road, Alexandra Park. Those desiring full particulars of membership to the Society should communicate with the Hon. Secretary, J. Pearce, 26, Elms Road, Heaton Moor. Deutsch de la Meurthe Cup INTENDING competitors are reminded that the late entries will be received up to February 1, 1933, by the Aero Club de France. The race will be held in May, and the prizes amount to 100,000 francs. It is an Interna tional Speed Contest, and engines are limited to a capacity of 8 litres. Copies of the Regulations can be obtained from the Royal Aero Club, 119, Piccadilly, London, W.l. 1098
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
