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Aviation History
1934
1934 - 0314.PDF
FLIGHT, MARCH 29, 1934 The Editor does not hold himself responsible for opinions expressed by correspondents. The names and addresses ofthe writers, not necessarily for publication, must in all cases accompany letters intended for insertion in these columns. BRITISH v. AMERICAN AIR LINERS [2918] Comparisons of widely differing types of aircraft are always difficult. A bias one way or the other may be indulged to any extent by the simple process of selec- tive suppression or omission of characteristics. Mr. Long, in his letter on the D.H.86 in your last issue, appears to imply that some indulgence in this exercise is permissible, but I am more interested in the technical aspect of some of the points raised than in any comparative or controversial matters. The mistake in the landing speed of the D.H.86 which he used was corrected in the next issue of FLIGHT. In view of the very great divergencies between on the one hand true, and on the other A.S.I.-, readings or adver- tised landing speeds—in some cases 20 per cent, out at large incidences—it is rather better to compare surface loadings and allow for flaps, etc. This figure is 15.3 lb. / sq. ft. for the D.H.86. So far as wood, fabric and three-ply are concerned, re- covering with fabric every three years is cheap and easy. Properly protected three-ply is durable in any climate. There are some highly specialised and artificial conditions which are bad for woodwork, and there are some natural conditions very damaging to thin metal. Metal construc- tion, though promising, has yet to establish itself economic- ally as the equal of wood, taking into account first cost, the obsolescence period, maintenance, etc. It cannot be said that there is a " best." The choice depends on all the factors to be considered in the design, construction and operation. The span of the D.H. 86 is equivalent to a monoplane of 72 ft. span. It was difficult to follow your corre- spondent's thought on this point. It is this dimension— obtained on a relatively low structure weight and head resistance with a large and comfortable cabin—which has permitted the desired characteristics (omitted largely by Mr. Long) tq be obtained, such as the ability to fly with one engine dead at 15,000 ft. ; the ability to clear the " screen " by more than double the required height with fixed-pitch propellers on full load, the large reserve ot power available, and so on. I will present Mr. Long with some free ammunition for use when he has transferred himself to the other side of the fence to which he refers and wants to deal with some- one else by the method of comparisons. He could credit the D.H. 86 with the extra pay load (less the additional structure weight) obtainable by loading it up so that it would only just comply with take-off requirements when using controllable-pitch propellers. This would be a rather staggering figure. He could also supercharge the engines and raise the top speed (already 175 m.p.h.), or he. could reverse the process by requiring others to have larger cabins or better take-off, etc. Or if he were dealing with some of the work done in Canada where a lower cruising speed is sufficient, he could leave off two of the engines (this has been done in effect by taking off two propellers) ; or use '' Gipsy Majors " and have a good " pay load per h.p." I am only trying to indicate that comparisons made in this way are without value and almost without meaning. One thing can, perhaps, be agreed upon, and that is that Amerca has made, and is making, striking advances on all sides in civil aviation. L. L. WAI.KEP. Stag Lane, Middlesex. March 26, 1934. New Australian aircraft manufacturers AT Sydney (Mascot) a company known as Turgan Aircraft, Ltd., with a capital of £10,000 has been formed. The managers are Messrs. Ture, Gannon and J. C. Car- penter. It is the intention of the company to produce ultra-light aircraft. Making young Holland air-minded THE newly organised Netherlands Association of Youth Air Clubs (Ned. Ver. van Jeugd Luchtvaart Clubs) is making good progress in its campaign to spread air-minded- ness among the young people of Holland. Already there are fourteen such clubs in Holland, while they will be established in twenty more towns in the near future, and the number of members, both boys and girls, already approaches the 1,000 mark. On April 7 the Association is organising a big propaganda day at Amsterdam, and re- ports from local centres reflect the great interest which the proposal has aroused. The day will begin with a free performance of the film " With the K.L.M. from Amster- dam to Batavia " at the Rialto Cinema, followed by a charabanc trip out to Schiphol, where lunch will be taken in one of the large hangars. The K.L.M. are lending a number of their staff to act as guides round the aerodrome, and every youngster will have the opportunity of a short joy-ride over the city. The organisers will have more than two hundred prizes to offer to the winners of the various competitions which will test the young people's knowledge of aircraft and aviation. The Federation Nationale Aeronautique: New president AT a meeting of the Board of Trustees of the Federa- tion Nationale Aeronautique (Associated French Aero Clubs), held on March 16 last, M. Laurent-Eynac, former Air Minister, was elected President to replace M. Roudolph Sorreau, who had served during the past five years, the term allowed by the constitution. M. Laurent-Eynac, the new President, is well known to the aeronautical world. After having served as Under Secretary of State for Avia- tion during several years, he was appointed Minister in September, 1928, when the Air Ministry was first formed. He developed its organisation and served as Air Minister for several years. M. Laurent-Eynac is a member of the Aeronautical Committee of the Chamber of Deputies and of the Board of Governors of the Aero Club of France. The Federation has had a remarkable development, under M. Sorreau's leadership during the past five years. At the end of 1929 there were only about 150 licensed private pilots in France. There are about 1,500 air tourists to-day and over 700 pilot licences were issued during 1933 by the Aero Club of France. The number of private aero- planes has increased from about 50 in 1929 to over 700 machines at the end of 1933. Brown Brothers' aviation department AT the 37th Ordinary General Meeting of Brown Brothers, Ltd., held on March 16, Mr. J. Albert Thomson, J.P., Chairman and Managing Director of the company, said, concerning Brown Brothers' aviation department: — Our aviation department has made considerable progress, and we have secured a larger number of Air Ministry con- tracts during the year. We can claim to-day that our aircraft parts are incorporated in every British-made aero- plane which is seen in the sky. It may be of interest also to mention that the new yacht, the Endeavour, which is being built for Mr. Sopwith to challenge the holder of the America's Cup, will be fitted with a number of aircraft parts of our manufacture. We have had a record year for the export of aviation goods, having supplied considerable quantities to various Colonial Governments and to foreign aircraft constructors. We have recently created a new department for the supply of aircraft specification metals, and it is hoped that our stocks will fulfil a useful purpose by enabling aircraft builders to secure immediate delivery of metals which in the past have had to be specially manufactured against specification, with resulting delays. Reference has been made in the Press to the possibility of our establishing in Hull a factory for aircraft parts, but this is not correct. Our works in North London are quite adequate for our requirements, and we may mention that all our aircraft business is handled from Great Eastern Street. 314
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