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Aviation History
1939
1939 - 0594.PDF
2o8 Private Flying FLIGHT. MARCH 2, [939 could, in this case, be attributed to newness and stiff bearings. The hydraulic brakes are very smooth and effective and, with luggage aboard, it should be possible to make' full use of them when landing in a small field. When I tried really hard braking, with the machine in a lightly loaded condition, the tail came up a little towards the end of the run, though full elevator and a little engine might have prevented it from doing so. With a machine landing at 35 m.p.h., the main use of wheel brakes is obviously for manoeuvring on the ground. Contrary to expectations, the heel-operated brake pedals, which are arranged just below the rudder pedals, can really be used without discomfort. In the majority of American types these pedals always appear to be placed in a most awk ward possible position. One reasonable criticism is that no provision is offered for parking—which, when starting up the engine single-handed, is one of the more important uses of wheel brakes. Presumably, it would be easily possible to rig up some additional wire control for this purpose. In the same way a second throttle could be fitted on the pilot's left side for training purposes in this country. The average pilot over here is not very accustomed to flying with his left hand and working the throttle with his right. In this case the throttle is of the conventional (in America) centrally disposed push-rod type, which can be set firmly by means of an adjustment flange-in any position for long-period cruising. Although at 1,700 r.p.m. the Cub Coupe is reasonably quiet, it is certainly not as quiet as it could be, and experiments with window fittings and so forth show that most of the noise is of an unnecessary character. Again, too, the sliding windows tend to open in flight and a little catch on each side would prevent this and, at the same time, reduce the noise. In standard form the machine carries a twelve-gallon tank though a fifteen-gallon tank can be fitted if required, A* cruising revolutions the Continental should use very little more than three gallons an hour and the still-air range should therefore, be rather more than 300 miles. H. A. T PIPER CUB COUPE. 50 h.p. Continental A.50 Engine. Span Length Weight empty All-up weight Maximum speed Cruising speed Landing speed Cruising range (15-gall. tank) 36ft. 2in. 22ft. Gin. 710 lb. 1,200 lb. 03 m.p.h. 83 m.p.b. 35 m.p.h. 340 miles Price (at normal exchange rate): £590. Concessionnaire- -A. J. Waiter, 37, Lancaster Close, St. Petersbureh Place, London, W.2. The Manx Air Races AFTER a somewhat stormy meeting recently, the Douglas Corporation decided to continue the annual grant for the Manx Air Races, which will be held this year as usual. The London-Douglas race will be held, as before, on Whit Saturday, May 27, while the two Island races will be held on the following Monday. The only change in the arrangements is that foreign competitors in future will not receive special financial assistance. S.B.A.C Scholarships INTENDING candidates for the S.B.A.C. Scholarships to the aircraft industry are reminded that entries close on Febru ary 28. Candidates must be between the ages of 16 and 18 on September 1, 1939, and must have been educated up to matriculation standard or its equivalent. Forms may be obtained from the Secretary, The Royal Aeronautical Society, 7, Albemarle Street, London, W.i. Keeping Up the Interest WHEN the new Brooklands flying club committee was elected in January of last year, they started work with the idea that there must not be a single week-end in which something out of the ordinary is not arranged at Brook- lands—something, that is, which is of interest both to flying and non-flying members. The result has been that the year 1938 was one oi record activity at Brooklands. In previous years, competition entry lists have not been too good and the view taken by the committee was that members with less experience were discouraged from entering. In order to level matters up it was decided that all competi tions would in future be on a handicap basis. Altogether, eight competitions of various kinds were flown off during the summer season and entries were more than double. At the end of the period the marked score of the handicap by each competitor was totalled up and the member with the largest aggregate was presented with the Ted Jones Trophy —the winner forT938 being Mr. C. Nepean Bishop. The original Brooklands idea of the dawn patrol continued to be popular and these events caused certain flying members to become quite efficient in formation flying. In fact, at the annual garden party, which was revived in June, three mem bers gave what wis probably the first definitely amateur display of this kind of flying. The other outstanding events of the year were the Four Club competition for the Doncaster Trophy, which was won by the Brooklands team, and the Gosport reunion, under the chairmanship of Col. Smith-Barry, A.F.C. AH three of these major events will be held again during this summer, for which somewhat similar plans have been laid down. Although Brooklands has not started a Civil Air Guard section, a squadron (No. n) of the Air Defence Cadet Squadron was formed there last year. Competition in East Africa ON January 29 the Aero Club of East Africa flew off to its annual flying events at Nairobi. The first of these, for the Mitchell Cup, is designed for the comparative novice, no pilot of more than 50 hours being permitted to compete, and consisted of a spot landing more or less on the lines of the British "A" licence flying test. In this case the winner was Mr. T. R. King, flying a Gipsy Major, and he jcompleted his tenth solo hour in the process. The second event was an air race over two laps of a fourteen-and-a-half mile triangular course. This was flown on a handicap, and was won by Mr. N. Gladwell, flying a Puss Moth, in 15 min. 55 sec. (105 m.p.h.). The scratch starter, Mr. W. C. Mitchell, flying a Miles Hawk Major, came in second with a time of 12 min. 48 sec.—an average speed of 137 m.p.h. Extensions at Woodford W HILE, following a recent decision by the Air Ministry, the aerodrome at Woodford is being extended in spite of the opposition of the local Town Planning Authority, and new offices and an erection shop are being built for A. V. Roe and Company, the Lancashire Aero Club is extending in a different dimension. It is always worth remembering that Service and other visitors make good use of the Lancashire Club's premises, with out which the aerodrome would have a somewhat different aspect. More than 120 C.A.G. members are at present attached to the club, which has five instructional machines in use—three Avro Cadets and two Avro Avians. In due course a couple of Moth Minors are to be acquired, while there is still a Hornet Moth available for the use of club members. Each week there are three ground classes of forty C.A.G. members on Tuesdays, Wednesdays and Thursdays, and thirty-two "A" licences have already been obtained. More than 200 guests were present at the club's annual din ner held on February 10, at the Grand Hotel, Manchester, and nearly 2,000 guests attended the first annual dance of the Manchester C.A.G., which was held on February 16- This affair was organised together by the Lancashire Aero Club and the Northern Aviation School and Club—the first of which operates at Woodford and the second at Barton. Among the speakers, Major Alan Goodfellow, who is the Commissioner lor the north-western area, said that nearly 2,000 mernf" rs were on the waiting list at Woodford and Barton. Jho^h lt * less than six months since the scheme started, "A" lic^nk have been gained at a surprisingly high rate, and he was ing forward to the issue of more than a score of licenses e day later this year. „ e In the meantime, a scheme to train an Auxiliary -Air P squadron and to set up a Volunteer Reserve School for K S way has been approved by the Airport Committee. As a ton, the work will be confined to the training of pilots lor -^ R.A.F.V.R., while the A.A.F. squadron will be regaroeu a feeder unit to various branches of the Service.
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