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992 AVIATION September 15, 1924 [[first column]] Air Policy Suggestions From a reader of AVIATION who does not desire his name to appear we have received the following letter: "We think the general plan outlined is excellent and com- prehensive; evidently the result of much thought devoted to the subject. "We suggest, however, that aviation interests are actually too varied and important to be trusted to any one individual. An error of judgement leading to an indiscreet expression by such a one-man authority, might easily discredit the whole 'Aviation Movement.' "The function delegated to the 'civilian charged with cham- pioning a national air policy,' might better be performed by the committee plan, the chairman of the same, submitting-- not his personal opinions-- but only the resolutions adopted by the committee-at-large. "But the question arises, how shall such a committee be appointed-- and of what 'material?' if from among the political family at Washington, we suggest that such a com- mittee might be instructed to engage the service of nine (9) civilian aeronautic authorities, chosen--one each-- from the nine Corps Area organizations proposed by the N.A.A. Thus, any questions affecting aviation would have a represen- tative chafed with its submission to the committee of nine. The latter--governed, if necessary, by the advice of their con- stituents, the aero clubs of said Corps Areas-- would whip the subject into shape to be submitted to the 'Political Com- mittee' as being the endorsed opinion of the (aviation) country-at-large. This would force direct action by said political committee, the committee of nine being always held responsible, to and by their constituents, for the 'continuation to fulfillment' of any measure every submitted to the political committee. "We admit, this seems rather involved; but we hope you gather our meaning; That aviation is a subject of vital im- portance to the country-at-large; That is is already 'meat' for politicians and special privilege; that therefore, it should be hedged about with such protective measures, as shall guar- antee to any individual, association, or community some real representation or voice in moulding and developing the movement, to the end that the country-at-large shall be served--shall be the major beneficiary-- not the aforesaid politicians and special interests." · · · W. Lawrence LePage, instructor at the Massachusetts In- stitute of technology, and write on aviation, urges an air department. He writes as follows: "The suggestions appearing regularly in AVIATION regard- ing America's national Air Policy are extremely interesting and valuable, inasmuch as they represent a very definite grounding upon which to base one's thoughts. A suggestion made by one of your correspondents, however, seems to me to be open to criticism. "I refer to a quoted paragraph published in the current issue of the magazine in question. The writer wisely em- phasizes the need for a greater number of officially owned landing fields suitably equipped for the use of commercial airplanes, but the advisabilityt of a system of "quantity pto- duction of cheaper ships of interchangeable parts, sold un- assembled and uncovered, to be built by the purchaser," is very questionable. Would this not open up another possible source of airplane accidents in the view of the immediate scope for the thoughtless, irresponsible man wishing only to enter aviation in the cheapest way? We ahve seen aeronautics robbed of what little reputation is has ever had by the reck- less acts of the foolhardy, and any system such as this would, it seems, merely play into his hands, for the construction of an airplane, even from finished parts, undoubtedly demands some equipment and skill. "The basis of the whole problem is, surely, wrapped up in the one question of establishing air law and official regulation. for this reason, I favor most strongly the institution of a civil air department charged with all matters dealing purely with civilian and commercial aviation. The control of flying and the upkeep of ground organization and equipment would be its chief duties, while its cooperation with the Army and [[second column]] Navy service departments in time of emergency is obvious. Incidentally, the question of the advisability of permitting the private construction of airplanes from finished parts would, of course, disappear upon the introduction of air- worthiness certificates issued by the suggested civilian air de- partment, since such planes would be subjected to the same stringent tests as all others. _____ Radio on British Aircraft the British Air Ministry has issued the following regula- tions regarding radio apparatus to be carried by British aircraft: "All aircraft capable of carrying ten or more persons, in- cluding the crew, shall be equipped with wireless apparatus. All aircraft equipped with wireless apparatus shall, when used for public transport and when flying 100 mi., or 12 mi. over sea, carry a licensed operator and maintain a continuous wireless service during flight. In the case of aircraft capable of carrying ten o more passengers the licensed operator shall not be the pilot. "It is intended shortly to take steps to give legal effect to the foregoing decisions, and, in the meanwhile, it is considered advisable that all owners of aircraft should act in accordance therewith without delay. "In accordance with international agreement, it is intended at a later date further to amend the conditions under which aircraft are required to carry wireless apparatus and a li- censed operator. Aircraft used in public transport and when flying 100 mi., or 15 mi. over sea, will, as regards the carriage and employment of wireless apparatus, be divided into two categories:--(a) Those capable of carrying less than ten persons including the crew. (b) Those capable of carrying ten or more persons including the crew. "Aircraft belonging to category "a" will be required to be fitted with witless apparatus (telegraph or telephone), and a licensed operator, who may be the pilot, shall be carried. Aircraft belonging to category "b" will be required to use only telegraphy for normal communication, a licensed oper- ator shall be carried, and it will be compulsory for the radio- telegraphy apparatus to be worked by a licensed operator other than the pilot. The use of radio-telephony will be confined to cases of emergency." _____ Investigation of Slipstream Velocity N.A.C.A. Report No. 194 These experiments were made by J.W. Crowley, jr. for the National Advisory Committee for Aeronautics at the request of the Bureau of Aeronautics, Navy Department, to investigate the velocity in terms of the air in the slipstream horizontal and climbing flight to determine the form of expression giving the slipstream velocity in terms of the airspeed of the airplane. The method used consisted in flying the airplane both on a level course and in climb at full throttle and measuring the slipstream velocity at seven points in the slipstream for the whole speed range of the airplane in both conditions i.e., hori- zontal and climbing flights--the relation between the slip- stream velocity V[[subscript]]s[[/subscript]] and airspeed V can be represented by straight lines and consequently the equations are of the form: V[[subscript]]s[[/subscript]] [[subscript]]m[[/subscript]]V + b Where m and b are constants. A copy of Report No. 194 may be obtained upon request from the National Advisory Committee for Aeronautics, Washington, D.C. _____ 9th Paris Aero Show The 9th Paris Aero Show will be held from Dec. 5 to 21, 1924, in the Grand Palais des Champs-Elysees, Paris. The exposition is being organized by the French Aero- nautical Chamber of Commerce, and all inquiries should be addressed to M. Le Commissaire General de la 9e Exposition Internationale de l'Aeronautique, 9 rue Anatole de la Forge, Paris, France.
