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Aviation History
1939
1939 - 1084.PDF
APRIL 13, 1939 FLIGHT. work to do, see to it that the training is being carried out according to unwritten rules? Recently the organisers have been advertising for the services of an inspector of instruction. Let us hope that the person chosen will be both scrupulously honest and very hard-working. It will take him some time to visit sixty-odd clubs and schools and to give dual-control tests to casually picked " A " licence pupils at every one of them. But that is the only way in which the possibility of scrappy training can be checked. Then those clubs which are found to have an unsatisfactory training scheme, haywire aeroplanes, or inefficient instructors, should be refused a subsidy for a period of, say, three months, or until such a time as they have put their houses in order. At the moment nobody seems to understand the position in the matter of new C.A.G. applicants. Nearly two months ago it was announced that not only had all the immediate vacancies in all classes of the C.A.G. been filled, but that a waiting list had been compiled which was suffi cient to cover all the vacancies likely to occur for some considerable time ahead. The entry lists, therefore, were closed to all applicants except those who had had previous experience as pilots and could carry on without instruction. That is plain enough, though I know of at least one club where machines and instructors are standing idle because they have trained all their initial batch, and are now wait ing for another selection. Apparently the Air Ministry has, during the past two months, been sitting on the completed medical forms of the next selection. Then there is the question of what constitutes National Service. Early last month the Commissioners stated that, in view of the National Service scheme, they wished it to be known that only persons whose full-time services would be available in time of war were eligible to join. Now, according to the labour exchange, there are a vast number of reserved jobs, and in some areas, where engineering is the primary trade, hundreds of applicants are unable to start their training because they might or might not be wanted in time of war to make time-fuses, bicycles, or flag- staffs for the use of the army in the field. Allowing for any national stupidity, there still seems to be room for clarification in this matter, though the enthusiasm of quite a few thousand prospective C.A.G. pupils is rapidly dwindling. Two New American Lightweights DESIGNED as a type to bridge the gap between the typical two-seater lightweights of 50 h.p. and the somewhat larger and more expensive private-owner machines which are popular in America, the Stinson Company is now producing a 75 h.p. three-seater high-wing monoplane. The engine is one of the new Lycomings, and the machine is fitted as standard with flaps, slots and hydraulic brakes. It is expected that the cruising speed will be more than 100 m.p.h., and by now the first of the new type should be out on demonstration. Brian Allen Aviation, of Hanworth Aerodrome, Hanworth, Middx, are the Stinson agents in this country. At the same time, the Harlow Engineering Corporation of Los Angeles, are producing an all-metal two/four passenger low-wing monoplane with a cruising speed of 160 m.p.h. It will be powered by a 145 h.p. Warner Super Scarab engine. One of its more interesting structural features is that, it has a one-piece wing—the idea being to reduce the manufacturing costs—and electrically operated flaps and retractable landing gear are fitted. With the flaps down the makers give the machine's landing speed as being rather less than 50 m.p.h. The provisional figures are: Span, 35ft. gin.; length, 23ft. 2in. ; all-up weight, 2,600 lb. ; weight empty, 1,531 lb.; maxi mum speed. 170 m.p.h. ; cruising speed, 160 m.p.h. ; landing speed, 48 m.p.h.; cruising range, 600 miles; rate of climb, 900 ft./min. ; and service ceiling, 13,400ft. Another German Record RECENTLY one of the new Biicker Student low-wing mono planes broke the thousand-kilometre distance record for machines of 50 h.p. or less. The machine, flown by Herr Werner Ahlfeld, the maker's chief test pilot, covered the dis tance at an average speed of 107 m.p.h. (171.95 km./hr.). The engine was one of the new Zundapps. The previous record for this distance was 89.5 m.p.h. (144.148 km./hr.). Making it Safer NOWADAYS so much Navy and Army Co-operation flying is being done, that special arrangements have had to be made to regularise the issue of the appropriate warnings. The sixty-odd areas in which night flying without navigation lights is carried out from time to time have now been marked and permanently numbered, and future warning references to these areas will be made only by the numbers. Details of the areas, with their allotted figures, are given in Notice to Airmen No. 91, while the first use of this new method is in Notice No. 93. Incidentally, the intermediate Notice is important in that it gives details of the areas and periods during which air exer cise flying will be carried out on certain Tuesday afternoons until the end of August this year. While these Exercises are in progress the regulations for flights in cloud or bad visibility will be modified over parts of the bad weather Civil Aviation Areas I, II and III. HISTORICAL • This 6-ft. span model of the famous Blackburn Kangaroo has been presented to Hull Municipal Museums.by ™-kburn Aircraft Ltd The Kangaroo (with two Sunbeam engines and later with Rolls-Royce Falcons) was designed in 1916 bomber and!submarine .potter, and a number were constructed as landplanes After the war some were modified for pl^n^Sn^T.-^^in^"^ They were also used for the training of R.A.F. Reserve officers at Brough until as 6 H late as 1929-
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