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Aviation History
1935
1935 - 1133.PDF
MAY 16, 1935. FLIGHT. 537 Correspondence The Editor does not hold himself responsible for the opinions expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters intended for publication in these columns. GERMANY [3034] Your editorial " Fifth of A-th " in the issue of May 2 raises vital questions. I read your paper naturally because I am interested in aviation—or flying, as you would have it. An aeroplane is an exceedingly interesting piece of machinery. It is also an exceedingly interesting means of transport. You will agree with that. It is, further, an interesting war machine. The war purpose is incidental. If I were to ask you as a question of general principle whether you were for war or peace you would undoubtedly reply peace, but that at present war machines were necessary. That being so, it follows that nothing should appear in a paper so important as Flight which might hinder any advance towards permanent peace. Some of the statements in your editorial, therefore, can culy be regarded as regrettable. Y'ou say "it would not be consistent with Britain's dignity to rely for the protection of her shores on the strength of a friend " I had thought that the days of regarding nations as indi viduals with whom one was or was not friendly were over. I had thought also that the power politics of Bismark were dead. It is particularly unfortunate that at a time when we are dealing with new and sensitive German leaders, France should be described in the terms of your editorial as a friend and Germany by inference as an enemy. J DEAVILLE. Manchester. [We appreciate the compliment contained in the last sentence of the first paragraph of our correspondent's letter. Most cer tainly Flight wliole-heartedly desires peace. We hold, how ever, that unilateral disarmament of Britain, and expressed advocacy of such disarmament, does " tend to hinder any advance towards permanent peace." All Europe is in a nervous state, and the recent actions of Germany have caused general anxiety. We fail to see why the sensitiveness of the German leaders deserves more consideration than do the feelings of Britain's late allies; and we are absolutely un repentant in regarding France as Britain's friend.—ED.] THAT " POU " BOOK L 3°35 i Among your very kind references to the " Pou Club " in your issue of April 25 I see that you are puzzled by the rather complicated translation arrangements, and suggest that the Club has been rather remiss in the matter. Have you ever tried to satisfy an author over the publication of his book in an abridged form ? With your connection with literature you must know that every word of an author is a pearl of price. And have you tried to carry out arrangements of that kind with a foreign author who is flooded with corre spondence from all quarters of the globe, mostly without stamps for reply? It was only a wise precaution to have alternative schemes. In fact, the book will be published by Messrs. Sampson Low, and those who subscribe 7s. Gd. now will merely have the advantage of an earlier translation so that they can start work at once and receive the English book without further payment ;'s soon as it is published. I am sure that the body of early constructors will agree that these seemingly complicated arrangements are preferable to a wait which might have prolonged itself indefinitely. London, W.i. J. A. CHAMTER. THE MOTOR GLIDER AND THE "POU" [\i036] tlaving seen the arrival at the Roval Aeronautical Society's display on May 5 of Mr. Collins'" glider, and the flight of the B.A.C. " Drone" with its small Douglas motor evele engine, one could not help but be impressed with tin' fact that the average club and private pilot could get a great deal of fun out of these machines, but the question of hangar-a !?e presents a very big difficulty, as far as I can see at the '"oment. The wing span is enormous, and the cost of a hangar goes up verv considerably with its width. Until one J;in detach the wings quickly it seems unlikely that these little machines can make much headway. *he alternative of providing tramways and pushing the machine sideways in a long hangar might be one method of tackling the problem. The very long wings would appear to be rather vulnerable on the ground, and in respects such as this the Pou would seem to be more suitable for the man who wants a low-priced aeroplane There is beauty and charm about the gliders and the "Drone" which is intensely attractive, and, as far as one can see from the illustrations which have appeared, the Pou would probably look out of place in the air. It would be interesting to have opinions as to which is the safer type. ERIC W. WALFORD. Coventry. STOKE-ON-TRENT AND THE R.A.F. [3°37J My committee desire me to ask you to make known through your paper this Club's indignation at the extra ordinary action of the Stoke-on-Trent City Council regarding the proposed' visit of a R.A.F. squadron to Meir aerodrome ; their cavalier treatment of the matter has roused great resent ment in the distiict. The decision came as a most bitter and unexpected blow, since all the necessary arrangements had been practically com pleted by the aerodrome committee, on which we are repre sented. We have, as a consequence, been reluctantly com pelled to withdraw from participation in the Empire Air Day- arrangements made by the Air League of the British Empire for May 25. NORTH STAFFORDSHIRE AERO CLUB, Stoke-on-Trent. Robert F. E. Parkinson, Joint Hon. Secretary. CONTROL SIMPLIFICATION [3038] Regarding the various views expressed and articles published in Flight on the above interesting subject, it has br>tn a matter of wonder to me why the following method of turn and bank control has not been suggested or reviewed : That is, to turn by moving the stabilising surface (or tail plane) around the longitudinal axis ol the fuselage, or, in the case of a pusher arrangement, to turn the smaller of the plane. This was tried out, I believe, if my memory is correct, and described in Flight some years ago in respect of the Focke-Wolf pusher. In trials with hastily constructed paper gliders the method seems per fect, and 1 have observed the action in gliding birds. Will someone enlighten me as to wherein lies the " snag' ? Dartford. C. E. SMITH. LEARNED, LICENSED, LEFT [303c)] There is much written on the encouragement of civil aviation these days. Do you not think it is time something was done to help capable and enthusiastic civil pilots to afford to maintain their flying experience? For instance, a person may have become an efficient pilot and then be obliged to let it drop owing to lack of money. Is not this bad for the country? When a student shows ability at any of the other branches of learning he is given help by way of scholarships, etc.. if unable to afford his own training; surely it is time there was some way of helping an already efficient flier not to have to throw away his experience. j. PARSONS. Leamington Spa. NUTS TO CRACK.—No. 5. [3040] The solution of the above is stated to have been what the marine engineer calls " cavitation," i.e., the pro- pellet merely " cutting a hole in the water," or, in Fit. Lt. Comper's case, in the air. It is well known to yachtsmen that a slow-running, large diameter propeller alone is effective when the speed through the water is kept low by a strong headwind and large windage of the masts and rigging. Small high-speed propellers under these conditions are just as ineffective as was Fit. Lt. Comper's prop, under the conditions referred to in No. 5. And yet this inefficient propeller has to drag the machine off the aerodrome, when one would expect inefficiency and cavitation to be at their worst! E. W. W. Coventry. Further letters appear overleaf.
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