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Aviation History
1935
1935 - 0171.PDF
•lanmary 24, 1935 AIRCRAFT ENGINEER AND AIRSHIPS uounded in 1909 FIRST AERONAUTICAL^WEEKLY IN THE^IVORW OFFICIAL ORGAN OF THE ROYAL AERO CLUB No. 1361. Vol. XXVII. JANUARY 24, 1935 Thursdays, Price 6d. By Post, 71 d. Editorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, LONDON, S.E.I Telegram! : Troditnr, Watloo, London. Telephone : Hop 3333 (50 lines). HEKTFOKD ST, COVENTRY. Telegrams: Autocar, Coventry. Telephone: Coventry 321U. GUILDHALL BUILDINGS, NAVIGATION ST., BIRMINGHAM, '.. Telegrams : Antopress, Birmingham. Telephone : Midland 2971. SUBSCRIPTION Home and Canada : Year. £1 13 0 BATES : Other Countries : Year £1 15 0 260, DEANSGATE, MANCHESTER, 3. Telegrams : lliHe, Manchester. Telephone: Blackfriars 4412. 26B, BESFIELD ST.. GLASGOW, C.2. Telegrams: Tliffe, Glasgow. Telephone : Central 4897 6 months, 16s. 6d. 6 months, 17s. 6d. 3 months, 8s. 31 3 months, 8s. 9d. The Qrid Danger FOGS are persisting later than usual this winter, and they bring danger to aircraft as well as to shipping. Perhaps, before long, our hymn-books will include a petition '' for those in peril in the air." On the organised air routes science is ever devis ing means to overcome the danger, but the private flier, who usually does not carry wireless equipment, cannot benefit from all these devices. It is a horrible sensa tion to be unable to see the ground and to know that at any moment one's machine may hit a pylon or a cable of the power grid. Competent electrical engineers are definite that it is quite impracticable to carry the cables underground. The difficulties of insulating lines of such high voltage put this out of the question. Recourse must be had to means of warning pilots of the danger, and this may be done either by means of wireless or by visual means. There is a distinct probability that aircraft which carry- wireless can be warned of the position of a pylon or of any other danger such as a factory chimney by a con stant transmitter on the obstruction, emitting a certain note. This note, of course, would only be audible to the wireless receiver and not to ordinary human ears; there is no danger that a countryside whose beauties are not exactly increased by the lines of pylons stretching over hill and dale will be further desecrated by con stant audible noises from all the more lofty pylons, io aircraft equipped with receivers these warning noises should bring adequate safety. v lsual warnings are a still more complicated matter. Some time ago experiments were carried out near Horn- church aerodrome, and lanterns containing three sixty- watt red lamps were placed on the arpex of each of four Pylons. The cost worked out at about £130 per pylon, and the annual maintenance at £5 per pylon. Obvi ously, this method is too expensive for universal adop tion. Even if it were not so, it is a risky business for *ne maintenance staff to work on the lamps while the current is on, and switching off the main supply of an area while adjustments are made to the lamps is also an expedient not to be contemplated. Recent research seems to have found a solution in a new form of neon lamp which derives its power from the grid itself, and which can be put in position without risk to the men engaged. As soon as this has been perfected, it is to be hoped that there will be no delay in hanging these lamps at all spots where pylons are likely to cause danger to aircraft. Flying'boat Supremacy S OME years ago Flight, by its persistent advocacy of marine aircraft, earned for itself the nickname, "The Seaplane Journal." In season and out we pleaded for research and development of a type of aircraft which was, at the time, being treated in a very stepmotherly way by those in charge of Great Britain's air polky. We were met with scepticism on all sides, except by one or two of the British firms which were virtually specialising in marine aircraft and were fight ing a losing battle. But we were so convinced of the soundness of our views that we did not lose heart, and in time we were rewarded by a change in outlook. Sea plane research was started in real earnest, orders were placed for twin-float seaplanes and flying boats, and development got into its stride. In a very few years Great Britain had achieved a position of unquestioned leadership, and the future looked bright. If we look around to-day the position is far less reas suring. The slump period hit this country very hard, and "in the interests of economy" an order which had been placed for a very large civil flying boat was cancelled. On the service side progress was very slow. Those in control did not quite seem able to make up their minds as to what type of flying boat they did want, a high-speed type, a long-range type, or a compromise. While all this was going on in Britain foreign nations had realised the tremendous possibilities of the flying boat. Backed by Governments possessing the foresight
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