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Aviation History
1936
1936 - 0052.PDF
26 FLIGHT. JANUARY 2, 1936. Correspondence The Editor does not hold himself responsible 'for the views 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. THE AUTOGIRO AND SAFETY [3100]—In reply to Mr. Holmes' letter about my previous Autogiro remark, I never suggested or even hinted that the type was unsafe, because it is obvious to everyone that it is about the safest machine anyone could use. The most efficient machine is the one that carries a given weight at a given speed on the least power on condition that the landing speed and take-off climbs are reasonable. Judging by general .performance figures, it seems to take about twice the power to cruise at, say, 100 m.p.h. with rotary blades, and this accounts for the fact that operating companies and the majority of private owners cannot entertain them. I should imagine that if wings were reduced to get a better top speed it would have difficulty in rising and climbing. If only its flying qualities were as sound as its landing quali ties there would be nothing to touch it, but if you read the correspondence to which 1 replied I think you will agree that we were talking about getting into the air, and not coming down. Safety is a very valuable characteristic, but it usually has to be paid for by performance, and it is easy to forget that a good take-off is as valuable in this respect as a low landing speed. Most Pou builders seem to be making this latter mistake, for engines of 1,000 c.c. are about the minimum that can be used with security in this respect. P. PRIEST. Huddersfield. [3101]—I should like to know what Mr. Priest takes into consideration when talking about the efficiency of an aero plane. If he solely regards top speed and payload, the Auto giro may be slightly inferior to orthodox aircraft. However, when one thinks of the speed range, which no other type can approach, the take-off and landing runs, the angle of climb, and the fact that you cannot stall, you begin to regard the 2 or 3 m.p.h. and ioolb. loss in speed and payload as very little price to pay for the advantages gained. If Mr. Priest likes investigating the relative efficiency of aeroplanes, I would like to point out that the first Autogiro flew in 1923, and I suggest that he compares the C.30A. with a similar type of aeroplane of the 1915 vintage. JAMES BUCHANAN. Hatfield. PLOUGHSHARES INTO SWORDS [3102]—Some pacifists have claimed that as it is possible to fit bomb racks to commercial aeroplanes such machines are destructive agents in disguise. Those in the aircraft industry, however, argue that a military machine is highly specialised, and thai commercial machines cannot be easily converted into bombers. Such are the views expressed in Flight of December 5. Mr. W. W. Wakefield, in his speech in the House of Com mons, definitely suggested that the machines and personnel ol air lines could be used for counter attack in case of war: " The nation which has not neglected the air for commercial and social ends, v\ hich has its air liners and trained pilots and skilled mechanics, will never appear to be a defenceless and easy prey to the military aircraft of other countries." Like motor vehicles on the ground, all aeroplanes could be used for war communications and transport, but it is the question of bombing which is most important to the public. Commercial designs which sacrifice performance for safety and comfort would be unsuitable for day or night bombing. Factors which reduce possible military efficiency are: low land ing speed, ability to maintain height with one or two engines not running, special arrangement of interior, and shape of wings to provide passengers with a clear view, etc. Many machines for high-speed passenger service, mails and freight are not designed with such objects in view ; these aero planes can be converted into efficient bombers. Examples are: D.H.89 air liner, converted for military purposes in R.A.F. and for Spain; Avro 652 commercial, in production for R.A.F. as 652A. ; Bristol 142, originally commercial, now available in military version. Among large machines the three- engined Calcutta has been used in the R.A.F. and by Imperial Airways. Germany possesses large Junkers three-engined machines with a wide field of defensive fire and a general appearance closely resembling the commercial Junkers. These machines appear to be in fended for night bombing. It would be interesting to have readers' views. Birmingham. M. H. F. WILKINS. OUT OF THE PAST [3103]—The four-cylinder J.A.P. air-cooled engine referred to in the Correspondence columns of Flight of December 19 bv Mr. L. Gwynne was produced in 1910 and was fitted to a Bleriot monoplane by my old friend Graham Gilmour. Later —towards the middle of 1910—he fitted an eight-cylinder J.A.P. engine. Unfortunately he crashed with this machine and was killed. He frequently flew on this machine with \V. K. B. Moorhouse, who won the first V.C. for the Royal Flying Corps during the war. Gilmour did most of the constructional and fitting work himself, and flew at exhibitions all over the country, and would have made a wonderful pilot had he lived. Coventry. ERIC W. WALFORD. IN BRIEF Discussing possible causes of the disappearance of Sir Charles Kingsford Smith, The Aero Stores, of Karachi, India, state that many air route maps in use in India are out of date, important landmarks, such as the newer railways, having been omitted. They state that, with the assistance of railwav companies, and through other channels, they have been able to bring their own maps completely up to date. GAIETY OF NATIONS : Pilots of the Abyssinian Air Force in company with the Hmperor.
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