PRIVATE 'PLANES

Dominion, Volume 12, Issue 248, 14 July 1919, Page 5

PRIVATE 'PLANES

' PLYING FOR THE MANY. ffiy "Wing Adjutant," in the "Daily Mail/') Aeroplanes, like motor-cars, will undpubtedly become popular toys as well as valuable commercial machines before many years have passed. Several firms are already turning their attention to the manufacture of a light, cheap machine suitable for the ownerpilot, 'tho man who is possessed of sufficient means to run a.' motor-car but, while wishing to take up. aviation both as. a hobby and. as a means of getting from place to place, cannot afford to rent a largo aerodrome or hire a staffof mechanics to keep his machine in order. This man will now be able to indulge his bent and also take- his choice of several aeroplanes built on 6imple, reliable lines,whose upkeep will not cost more than'that of a small, light car. The essentials of the aeroplane for the owner-pilot aro: (1) simplicity and case of control, 12) ability to land and rise from a restricted space, (3) small petrol consumption and' low running costs, (4) simplicity of rigging, and (5) reliability. At present almost every neroplano manufactured is cosy .to control,, all pilots being agreed that it is at least as simple to' fly the ayerago aeroplane of mediirhi speed as it is to drive a'motorcar; landing and rising aro other matters, but these manoeuvres only call for reasonable care and average judgment. A good driver of a. motor-car is not so common us an equally good pilot if. one considers the relative numbers of each type of machine. Ability to land in a restricted area is a quality which cannot be possessed in any great degree by a very fast machine. Generally speaking, the slower an aoroplano flies the smaller the space required in which to land it, but a slow-flying maeltino neods a, muoh larger space in which to rise than one of a faster build. In considering. tho qualities of the aeroplane for the owner-pilot one milst look ut both sides of the question, for tho machine has to be taken out .of the landing ground as well.as dropped in it. Consequently, the ideal machine tor tho privato owner who is not close to a large aerodrome which he mny use is one that will land at a moderate 6peed and get off at a moderate speed. Given these qualities—and several light aero-' planes will rise and land at a speed of about -15 milsß per hour—tho new airman will only need a paddock about 100 yards square, of fairly good' s surface, ,in older to garage his machine with ease. This type of aeroplane will be ablo to land almost anywhere, and whe.ro it can land it can rise. 60 that tho happy "owner, will be able to visit his friends and Jly unrestricted about the countryside, even—if ho becomes an exceptionally good pilot—becoming ablo to drop in and land almost on the tenuis courts of his friends. A'small, low-powered engine will bring about low petrol consumption, the Kill.D. A.B.C. two-cylinder Gnat only cqnaiiming about one gallon of petrol lo every 27 miles when fitted to an aeropiano liko tho Blackburno monoplane, wbilo currying tho machine at a siwed cf well over 80 miles per hour. Running costs should also bo light, as tyres—an expensive item in tho uso of motor-cars-form a very email charge, and if the engino is well looked after there is little elso likely to mako a largo item in tho year's bill. Probably tho averago owner would liuvo a genoral but not very technical knowledge of rigging and the theory of (light, so that simplicity in this respect would bo an essential. A strongly-built fuselage with littlo liability to twist j planes of strong construction with a.l simple method adjusting Hio incidence and tightening up bracing wires: a tail skid which will stand tho shock of landing nu fairly rough ground; an under-carriage with Shock absorbors which will tako a bad landing without straining the machino—all theso aro no-1 cossitiea for tho owner-pilot. Reliability needs littlo discussion, ns reroplanos, like motor-cars, have already reached a stage whore all, aro (sufficiently reliablo to mako distinction in this respect invidious. Engines aro another matter, and hero the future owner must make his own choice. Tho rolnting-oylinder engine is not lo be advised, because it needs greater care, more attention, and skilful running to obtain tho best results. Radial engines aro light, fairly simple, moderately easy lo run, and at. least one type is already revolutionising flying, while anr.iher equally sound competitor will shortly bo on tho market. Stationary engines are hoavior than other types, but aro easier Ho handle and approximate more closely to motor-ear engines llwn other types. • '