AVIATION NOTES

Southland Times, Issue 22461, 22 December 1934, Page 15

AVIATION NOTES

(By

“Contact.”)

Club Notes. Unfortunately the inclemency of the weather prevented the holding of the new flying competitions last Saturday, but did not prevent a fair muster of pilots at the clubhouse for the monthly meeting. In the interests of pilots it is intended that a similar meeting shall be held each month on the day of the usual competitions, when matters pertaining to the active side of the club will be reviewed. As a result of the meeting last Saturday, it has been decided, for the purpose of competitions, that pilots shall be divided into three classes. The first group will include all pilots with less than 15 hours solo flying experience and promotion to the next senior division will depend upon, and be subsequent to, advanced dual instruction.

The middle, or “B” group will comprise those pilots who have graduated from the junior section and have less than 60 hours’ solo flying to their credit. The senior or A class pilots will be those who have completed more than 60 hours’ solo flying. Suitable competitions for each group have been drawn up by the pilot instructor and handicapping will be done on the results of each individual pilot.

It was extremely unfortunate for those who would have liked the experience of flying with SquadronLeader McGregor in the Miles Hawk that on both days during his stay the boisterous winds prevented any passenger flying. However, those who were fortunate enough to witness it saw the paces of this trim craft during an exhibition of stunting given by New Zealand’s foremost aviator.

The few remaining candidates in the Times Flying Scholarship who have yet to undergo their tests are requested to ring Flight-Lieutenant Smith and arrange for them at the earliest possible date. *

No further competitions will be held until some time in January, the definite date of which will be advised later. As the Queenstown trip has been cancelled, it is understood that training and dual instruction will be carried on as usual throughout the holidays which should permit some of the keener pupils to register their “first solos.” Public Schools Aviation Camp. All the boys who attended the Public Schools Aviation Camp, organized by the Norwich Club, have now qualified as pilots, which reflects very great credit on the instructor, Mr J. Collier, who trained them all. On September 12 the remaining boys left for home after spending a large portion of their holidays on the aerodrome. So ended the first Public Schools Aviation Camp. As this was an experiment that has never been attempted before by any organization, the Club may be well pleased with the result, which entailed a great deal of extra work for the staff, but certainly justified itself and the efforts of Mr J. Collier and Mr A. Kirkby, the Assistant Instructor.

Naturally, the boys themselves were very pleased. Four of them are going into the Royal Air Force, and one of these is returning to the Club for a further fifty hours’ experience and advanced instruction. Some are going back to school for another year, and others are going into civil life. The greatest credit is due to Mr H. Birchall, who was not only the originator of the scheme and planned the details, but also organized the Camp during its five weeks on the aerodrome. Mr Birchall was one of the first pilots to be trained at the club, and is an assistant-master at Taunton School. His work during the past five or six weeks may well be described as a long busman’s holiday.

Triumph of British Safety Devices. Mr Handley Page has witnessed perhaps the greatest sporting triumph of the slotted wing idea in the fourth “Challenge de Tourisme International,” which ended at Warsaw on September 15. The six leading pilots were all flying aircraft equipped with Handley Page slotted wings and flaps. The winner and runner-up, the fourth, fifth and sixth all employed Handley Page devices to the limit of possible application; each aircraft had slots along the

whole of the leading edge, slotted flaps at the trailing edge, and “interceptor” plates to improve control after the stall.

The contest involved thirty-four aeroplanes in severe technical trials devised to assess the comfort, safety, take-off, speed-range, and handiness of the competing aircraft, and a flight of 5900 miles in length round Europe and north Africa. Poland, winner of the third contest, was responsible for the organization. Great Britain was again not represented. The R.W.D.9 aircraft, with their slotted wings, slotted flaps, and interceptors, showed remarkable qualities in slow flying, speed range and take off. In the preliminary trials the winning machine was officially timed at an average of 33.6 m.p.h. Captain Bajan’s maximum recorded speed was 156 m.p.h. and the speed-range of the aeroplane was, therefore, 4.64 to 1. For the purposes of the competition his engine was stopped down considerably below full power and the maximum actual speed of the aeroplane is, therefore, even more. Proof that the slot and flap devices do not spoil the handiness of the craft was forthcoming in the “folding wing” test, which Bajan accomplished unaided in 45 seconds. This pilot also put up the best minimum flying speed—33.6 m.p.h. The shortest take-off over the 20ft. screen was 72 yards and the shortest landing over this obstacle was 82 yards. When scrutinized, with the actual figures for maximum attained speed substituted for those reached in the competition, the results of the tour certainly justify the Handley Page claim that a speed range of 5 to 1 is now a normal achievement with the help of slots. Examination of the technical characteristics of the machines engaged in the contest show that even higher speed ratios may be expected within the near future, up to 6.3 to 1 being within the limits of immediate attainment. In other words, the fixedwing aeroplane can compete on level terms, in the all-importont. matter of speed range, with the autogiro.

Lisbon-Timor Enterprise. Captain Humberto da Cruz, probably the best known Portuguese airman, went to London recently to take delivery of a new Leopard Moth monoplane in which he was scheduled to attempt a fast return flight between Lisbon and the Island of Timor. The eastern part of the island, which lies about 500 miles to the north of the Australian mainland, is Portugal’s most distant colony; for years past the Portuguese have discussed the establishment of an air line between Portugal and the east which would embrace Timor. Captain da Cruz’s flight was intended to provide information which would be useful in the organization, and at the same time to stimulate interest in the proposed service. Money for the purchase of the aeroplane was provided by national subscription, and Captain da Cruz was assured of a great reception when he re- 1 turned to Portugal with it. He planned to fly as quickly as possible on the way out, travelling more leisurely on the return with the idea of surveying the lesser known sections of a possible air route.

In Portugal the machine was to be equipped with extra fuel tanks, bringing its endurance on one fuel load up to ten hours—equivalent to a flight in still air of 1200 miles. A special drift indicator and instruments for night and “blind” flying were included in the navigational equipment. Captain da Cruz would probably fly alone, though the load capacity of the aeroplane is sufficient to permit of the transport of a passenger in addition to the overload of fuel. A Real Air Tourer.

The Leopard Moth succeeded the famous Puss Moth in the de Havilland range. It provides fast and comfortable travel for a pilot and two passengers, all three of them accommodated in a roomy cabin. Power is derived from a Gipsy Major 130 h.p. inverted aircooled four-cylinder-in-line engine, which drives the machine at an easy cruising speed of 120 m.p.h. and at a maximum level speed of 141.5 m.p.h. The monoplane wings are placed high on the fuselage, providing unrestricted outlook downwards, and are tapered towards the wing-tips. Air diffuser, warm air regulator, and a capacious extra luggage compartment behind the passengers’ seats are included in the furnishing of the cabin. Noise is diminished by the sturdy, insulated walls and the use of a long exhaust pipe which has its open end at a point below the fuselage and well aft of the cabin. Air brakes and wheel brakes are standard fitments.