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Aviation History
1935
1935 - 0239.PDF
JANUARY 31, 1935- FLIGHT. *25 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. A SHOW THIS YEAR ? M.P.. Secretary oj Committee. the Parhumertiary Air from Mr. O. E. Simmon/Is. [2998] We are all much in your debt for directing our atten tion now to the question of an aero show this year. The air at the moment undoubtedly holds the public interest, and it would be remiss of us not to encourage and develop this latent power of public opinion which, in the long run, is the arbiter of all our schemes. Flying is dynamic; the public wants no waxworks show. So far, the most popular air event, even for the man-in-the-street, is " S.B.A.C. Monday" at Hendon. Continue this for a fortnight, develop it to include all the Olympic side-shows, and I believe that for minimum expense we shall achieve maximum results. O. E. SIMMONDS. London, W.C.2. [2999] I was very interested to read the suggestion made by Flight that an aero show should be held some time this year, and I note that there appears to be some difficulty in finding a hall at a reasonable figure. I consider that here in North London we have an ideal spot (for several reasons) for such an exhibition, i.e., the Alexandra Palace, which I feel sure could be hired at a much lower price than could Olvmpia. The reasons I give in its favour are: — (1) It is within reasonable travelling distance of all districts now that the Piccadilly Tube runs to within ten minutes of its gates; also it is served by many excellent bus and tram services; is well situated as regards roads, and has plenty of parking space. (2) It is situated in pleasant surroundings which command a grand view over and around London. Being on a hill it would lend itself to demonstration fly-pasts by manufacturers' planes, and they would be seen to excellent advantage from its terraces. Also, I should think that if interested people wished to obtain first-hand and practical demonstrations of manufacturers' planes the possibility of an Autogiro shuttle service with Hendon, Hatfield, Croydon or Heston would not prove an impossibility, as there is certainly plenty of room for such a machine to operate from should the powers concede the privilege. (3) The main hall is big enough for the largest machines, and there are a number of annexes and small halls if required. I put the foregoing to you in all good faith, having no pecuniary interest in the Palace other than as a ratepa\'er who subscribes to its upkeep. CHARLES A. RIPPON (Hon. Chairman, Northern Heights M.F.C.). London, N.14. THE GRID DANGER [3000] Referring to your leading article in last week's Flight concerning the danger of grid cables to aircraft: When the weather is so thick that a pilot is flying across country so low as to be in danger of fouling the wires while in plain flight on his course, he has surely been guilty of a grave error of judgment in not landing before conditions became so bad. Under these circumstances a tree is equally likely to be the cause of his downfall, while aircraft fitted with wireless and blind-flying instruments will presumably be high enough in any case to be out of danger. The real danger of the grid appears rather to be that, as every pilot who flies across country knows, the pylons are impossible to pick out from above except in really good weather. Not only, therefore, are they a real danger in forced landings through engine failure (though these are now fortunately rare), but also far more so to a pilot landing in a field in good time before the fog becomes really dangerous. A simple safety measure might surely be to surround the base of each pylon with a small circle of chalk or cement —similar to that used to make an aerodrome, but, of course, in miniature—-which would make the line of the wires easily seen without being either very expensive to do or unsightly from the ground. A great deal would be accomplished if only those pylons were marked which are within danger limits of fields other wise suitable as emergency landing grounds. 15, Cambridge Square, W.2. R. SOMERSET. REVOLUTIONARY! [3001] I read with interest the article in last week's Flight entitled "Aircraft Armament Abroad," and I would like to add some of my own views. First, is the machine gun any use against bombers? Secondly, with the high performance of modern bombers are interceptors capable of catching them, and are- day-and-night fighters fast enough even if they are in the air? My suggestion, therefore, is to use a larger machine, com parable with the multiplace de combat, carrying as armament two quick-firers similar to those used on the " Perth." Machine guns for defence against hostile fighters could be carried if necessary. These machines, even to-day, could be made capable of a speed of nearly 250 m.p.h. (vide Breguet transport exhibited at the Paris Aero Show) and would have a considerable range. Summarising the pros and cons, the result, I think, is as follows:— Pros: (1) Long duration; (2) ability to carry large quantities of ammunition; (3) long range of quick-firers ; (4) field of fire; (5) protection for crew from wind, etc. Cons: (1) Expense; (2) speed not quite so high as that of fighters; (3) poor climb. Of the cons, I think the only serious one is the expense. The speed will be high enough, and the climb would not be so important as the machines would be patrolling at high altitudes. The method of attack would be to patrol at about 20,000 feet, and, on receiving warning of approach by radio, proceed to wards hostile bombers; when sighted, fly level about 400 vards away, out of machine gun range, and blaze away with the quick-firers. J. K. HILL. Croydon, Surrey. Diary of Forthcoming Events Club Secretaries and others are invited to send particulars of important fixtures for inclusion in this list. Feb. 4. Feb. 7. Feb. 8. Feb. 15. Mar. 1. Mar. l. Jubilee Celebration of the Foundation of the City and Guilds College, Imperial College of Science and Technology. "The England-Australia Air Race." Lecture by Mr. C. W. A. Scott, at the Queen's Hall, London. "Ice Formation in Carburetters.' Mr. L. P. Coombes. R.Ae.S. Lecture by Annual Aviation Ball, Bristol and Wessex Aeroplane Club, Grand Spar Hotel, Clifton. Annual Dance. Leicestershire Aero Club, Palais de Danse, Leicester. "Fuels for Aircraft Mr. E. L. Bass. Engines." R.Ae.S. Lecture by Mar. 5. " Problems of Cold Presswork." Joint R.Ae.S. and Inst. A.E. Lecture by Dr. H. Gough and Dr. Desch. Mar. 15. " New Developments of the Autogiro." R.Ae.S. Lec ture by Senor Juan de la Cierva. Mar. 29. " Piloting Commercial Aircraft." R.Ae.S. Lecture by Sqn. Ldr. H. G. Brackley. Mar. 29. Annual Dinner. Norfolk and Norwich Aero Club, Mousehold Aerodrome. Apr. 12. "Commercial Aircraft." R.Ae.S. Lecture by Capt. G. de HavUland. May (Date not yet fixed). Wilbur Wright Lecture, R.Ae.S., by Mr. W. D. Douglas. June 1. Brooklands " At Home."
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