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Aviation History
1936
1936 - 0209.PDF
JANUARY 23, 1936. FLIGHT. y5 Commercial Aviation Syke Extension T HE route covered by the bi-weekly Skye service, which is now being run by Northern and Scottish Airways, has heen extended to Askernish airport, South Uist. New Zealand Opening LAST week Union Airways opened their trunk service between Dunedin and Palmerston North, via Christchurch ami Blenheim. A DH 86 left Pahnerston North on January 15. The Navigation Examinations EXAMINATIONS for second class navigators' licences will be held between Monday and Wednesday, March 23-25, at H.M. Civil Service Commissioners, 6, Burlington Gardens, \V 1; the British Aviation Directorate representative in Egypt, Heliopolis aerodrome; Scletar aerodrome, Singapore; and Karachi aerodrome, India. Southend Changes L AST week Mr. Humphrey Coysh, who is now with Mr. J Brian Allen, was installed at Southend Airport as mana ger, and considerable developments there, in the way of sales and service, are to be. expected. It will be remembered that Capt. Glover has left the Southend Club to take, eventually, a position with Airwork, and, since, Mr. Lawson has also left. It is probable that a D.H. Dragon will be used by Southend living Services during the coming season. A Puss for Hire A VERY completely equipped and nicely finished D.H. Puss Moth is available for hire, by the day or hour, at Croydon bv Wrightways. In addition to a turn and bank indicator, this machine has full night flying equipment, including an adjustable landing headlight mounted beneath the engine. Its angle can be varied some thirty or forty degrees by means of a cockpit control. This machine, therefore, is a particularly suitable one for use by "B" licence aspirants on their nocturnal ramblings between Lyrapne and Croydon—or even between Lympne and a street in Southend. The normal rates are ^4 4s. a day or £2 2S. an hour, the insurance costs being included in each case—though not, presumably, night flying insurance. Apart from their early morning newspaper service to Paris and sundry charter trips, Wrightways have been busy recently (in the job of rebuilding a private owner's metal Moth. The D.H. Rapicle in Wrightways' colours, which was seen at Croy don last week, is not part of a new fleet. Two faithful Dragons still carry the bulk of the work. AIRPORTS AND THEIR EQUIPMENT. IN conjunction with the Annual Conference and Aerodrome Equipment Exhibition of the Aerodrome Owners Association, which takes place in London on January 30 and 31, next week's issue of Flight will be a Special Number devoted to the subject of Modern Airports and their Equipment. This issue will contain a number of articles dealing with the layout and maintenance of airports and illus trating modern practice at home and abroad. The Airports Exhibition is not open to the general public, but a review of the exhibits of the sixty-odd firms taking part will be included in this Special AIRPORTS number. Next Week Jan. 30 Price Sixpence Mails—But No Radio PROVIDED that D/F facilities are available at Inverness before May 1, Highland Airways hope to start a Glasgow- Inverness service, calling at Perth. It is expected that this service will leave Renfrew at about 8.30 a.m. with the return in the afternoon. The air journey will take little over an hour, including the Perth stop. During the year, incidentally, Highland Airways' main route between Inverness, Wick and Kirkwall was operated with a regularity of 94 per cent.—which, when it is remembered that there are, as yet, no radio facilities and that the weather in that part of the world can be really bad, is an extremely good figure. " The mails must have radio " should be, and prob ably is the company's continued cry. 93,441 miles were flown m 1935 CORRESPONDENCE Machine. FALCON PEREGRINE .. MERLIN RA.PIDE PHCENIX VEGA GULL .. MONOSHAR GULL EAGLE 1.EOPAR17 ... FALCON VI .. EAGLE VI GULL VI H.P. Price. £ Tin 380 l<m 380 190 I'.111 1^11 riii 1 :',i I 130 Mill HI" 190 000 •II I! I .630 300* 980 05O* 750 .275 250 275 425 4 7.'. 57a Top Speed. 148 188* Hill Kill 1 15 170 140' 150 14S 138 I 811 170 170 Tlu Editor does not hold himself responsible for the views expressed by correspondents. The names and addresses of the writers, no' necessarily for publication, must in all cases accompany letters intended for publication in these columns. Commercial Efficiency T WAS very interested in the article entitled "Assessing Com- •l mercial Efficiency," by Mr. E. N. B. Bentley. 1 have applied Mr. Bentley's formula to a dozen of the smallet present-day British commercial aeroplanes, which are ci some importance for feeder-line or taxi work. Hit lesults are appended hereto, and the first thing that strikes one is the remarkable commercial efficiency attained by the Miles aeroplanes produced by Phillips and Powis. It will be seen that not only do they occupy the first three place cut of the twelve machines quoted, but they are also first by a handsome margin in their respective classes. Another interesting point mentioned by the author and illustrated by my figures is the common mistake of judging aeroplanes by the top speed alone, as shown by the high efficiencies attained by such (relatively) slow machines as the *jips\ IV-ajoi Falcon and the Heston Phoenix. rhp ona criticism that I would make of the comparative result; obtained by this interesting formula is that no account 's taken ol the landing speed or speed range—an important 'ictor which will have a considerable effect upon the commer cial efficiency as determined by a formula based partly upon the top speed of the machine. in fact, it would be interesting to see what coefficients of commercial efficiency would be attained by the Miles aeroplanes 1 their wing areas were reduced until their landing speeds pere as great as those of some of the machines quoted by Mr. tJentley. D. W. BROWN, ASSOC.M.INST.C.E., A.F.R.AE.S. nove. Pas sengers. ;i 8 4 8 4 3 3 <> .7 2 •7 2 " P V H.P. 3.415 3.058 3.368 3.368 3.053 2.684 2.333 2.308 2 277 2.123 1.805 1.789 1.789 P £ 3.000 1.005 2.424 1.860 2.020 1.818 1.714 1.560 1.600 1.569 1.404 1.350 1.270 Com mercial Effici ency. 6.415 5.863 5.702 5.228 5.073 4.502 4.047 3.877 3.877 3.092 3.290 3.145 3.059 * Estimated. Large Machines. PEREGRINE 5.863 RAPIDE 5.228 D.H.80 4.063 ENVOY 3.51 Small Machines. FALCON 6.415 MER~LIN ". 5.792 PHCHSIX 5.073 VEGA GULL. 4.502 [Although it does not matter greatly when one is comparing aircraft fitted with this engine, it should be pointed out that both Mr. Bentley in his original article and Mr. Brown in the above letter have taken the maximum power of the Gipsy Six as 190 b.h.p. Actually, it is 200 b.h.p. Consequently, the "commercial efficiency" of machines fitted with this engine is shown as slightly too high when compared with air craft fitted with other engines.—ED.]
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