barit1
14th Dec 2006, 01:23
(Some of this is certainly apocryphal, in which case I will not object to mods redirecting it to JB - barit1)
Flying Reports:
The following safety tips from Daedalian Foundation are excerpts from
Royal Flying Corps monthly report of December 1917. The report was
signed C. St. John-Culbertson, Royal Flying Corps Colonel and was dated
21 December, 1917.
INTRODUCTION
Another good month. In all, a total of 35 accidents were reported,
only six of which were avoidable. These represented a marked
improvement over the month of November during which 84 accidents
occurred, of which 23 were avoidable. This improvement, no doubt, is
the result of experienced pilots with over 100 hours in the air
forming the backbone of all the units.
RESUME OF ACCIDENTS
Avoidable Accidents
1. There were six avoidable accidents this last month:
a. The pilot of a Shorthorn, with over 7 hours of experience,
seriously damaged the undercarriage on landing. He had failed to land
at as fast a speed as possible as recommended in the Aviation Pocket
Handbook.
b. A B.E.2 stalled and crashed during an artillery exercise. The
pilot had been struck on the head by the semaphore of his observer
who was signaling to the gunners.
c. Another pilot in a B.E.2 failed to get airborne, an error in
judgment, as he was attempting to fly at mid-day instead of at the
recommended best lift periods, which are just after dawn and just
before sunset.
d. A Longhorn pilot lost control and crashed in a bog near
Chipping-Sedbury. An error of skill on the part of the pilot in not
being able to control a machine with a wide speed band of 10 MPH
between top speed and stalling speed.
e. While low flying in a Shorthorn the pilot crashed into the top
deck of a horse drawn bus near Stonehenge.
f. A B.E.2 pilot was seen to be attempting a banked turn at a
constant height before he crashed. A grave error by an experienced
pilot.
Unavoidable Accidents
2. There were 29 unavoidable accidents from which the following 3 are
selected:
a. The top wing of a Camel fell off due to fatigue failure of the
flying wires. A successful emergency landing was carried out.
b. Sixteen B.E.2's and 9 Shorthorns had complete engine failures. A
marked improvement over November's fatigue.
c. Pigeons destroyed a Camel and 2 Longhorns after mid-air strikes.
COST OF ACCIDENTS
Accidents during the last three months of 1917 cost 317 pounds, 10
shillings sixpence, money down the drain and sufficient to buy new
gaiters and spurs for each and every pilot observer in the Service.
ACCIDENT BRIEFS
No. 1 Brief
No. 912 Squadron, 3 December 1917
Aircraft type B.E.2C, No. KY678, Total Solo - - 4.20 Pilot Lt. J.
Smyth-Worthington, Solo in type - - 1.10
The pilot of this flying machine attempted to maintain his altitude
in a turn at 2,500 feet. This resulted in the airplane entering an
unprecedented maneuver, entailing a considerable loss of height. Even
with full power applied and the control column fully back, the pilot
was unable to regain control. However, upon climbing from the cockpit
onto the lower mainplane, the pilot managed to correct the machine's
altitude, and by skillful manipulation of the flying wires
successfully side -slipped into a nearby meadow.
Remarks: Although, through inexperience, this pilot allowed his
aeroplane to enter an unusual attitude, his resourcefulness in
eventually landing without damage has earned him a unit citation.
R.F.C . Lundsford-Magnus is investigating the strange behaviour of
this aircraft.
No. 2 Brief
No. 847 Squadron, 19 December 1917
Aircraft Type Spotter Balloon J17983, total solo 107.00 Pilot Capt.
***, Solo in type 32.10
Capt * * * of the Hussars, a balloon observer, unfortunately allowed
the spike of his full-dress helmet to impinge against the envelope of
his balloon. There was a violent explosion and the balloon carried
out a series of fantastic and uncontrollable maneuvers, while rapidly
emptying itself of gas. The pilot was thrown clear and escaped injury
as he was lucky enough to land on his head.
Remarks This pilot was flying in full-dress uniform because he was
the Officer of the Day. In consequence it has been recommended that
pilots will not fly during periods of duty as Officer of the Day.
Captain* * * has requested an exchange posting to the Patroville
Alps, a well-known mule unit of the Basques
No. 3 Brief
Summary of No. 3 Brief dated October 1917
Major W. de Kitkag-Watney's Neuport Scout was extensively damaged
when it failed to become airborne.
The original court of Inquiry found that the primary cause of the
accident was carelessness and poor airmanship on the part of a very
experienced pilot.
The Commandant General, however, not being wholly convinced that
Major de Kitkag-Watney could be guilty of so culpable a mistake
ordered that the court should be re-convened.
After extensive inquiries and lengthy discussions with the
Meteorlogical Officer and Astronomer Royal, the Court came to the
conclusion that the pilot unfortunately was authorized to fly his
aircraft on a day when there was absolutely no lift in the air and
could not be held responsible for the accident.
The Court wishes to take this opportunity to extend congratulations
to Major de Kitkag-Watney on his reprieve and also on his engagement
to the Commandant General's daughter, which was announced shortly
before the accident.
FLYING SAFETY TIPS
Horizontal Turns
To take a turn the pilot should always remember to sit upright,
otherwise he will increase the banking of the aeroplane. He should
never lean over.
Crash Precautions
Every pilot should understand the serious consequences of trying to
turn with the! engine off. It is much safer to crash into a house when
going forward than to sideslip or stall a machine with engine trouble.
Passengers should always use safety belts, as the pilot may start
stunting without warning. Never release the belt while in the air, or
when nosed down to land.
Engine Noises
Upon the detection of a knock, grind, rattle or squeak, the engine
should be at once stopped. Knocking or grinding accompanied by a
squeak indicates binding and a lack of lubricant.
WATCH THAT FIRST STEP
The First Marine Air Wing had this write up in their safety
publication, some 60 years ago:
It was conceded by all that the pilot had accomplished a brillant
piece of work in landing his disabled machine without damage under
the circumstances. It is not with intent to reflect less credit upon
his airmanship, but it must be noted that he is a well-experienced
aviator with over 40 total hours in the air, embracing a wide veriety
of machines, and this was his seventh forced landing due to complete
failure of the engine.
It was doubly unfortunate that upon alighting from his machine he
missed the catwalk on the lower airfoil and plunged both legs through
the fabric, straddling a rib, from which he received a grievous
personal injury.
Some thought should be devoted to a means of indentifying
wing-traversing catwalks to assist aviators in disembarking from
their various machines
(Doesn't this sound like the rough script for Those Magificent Men In Their Flying Machines? Where is Terry-Thomas when you need him?)
Flying Reports:
The following safety tips from Daedalian Foundation are excerpts from
Royal Flying Corps monthly report of December 1917. The report was
signed C. St. John-Culbertson, Royal Flying Corps Colonel and was dated
21 December, 1917.
INTRODUCTION
Another good month. In all, a total of 35 accidents were reported,
only six of which were avoidable. These represented a marked
improvement over the month of November during which 84 accidents
occurred, of which 23 were avoidable. This improvement, no doubt, is
the result of experienced pilots with over 100 hours in the air
forming the backbone of all the units.
RESUME OF ACCIDENTS
Avoidable Accidents
1. There were six avoidable accidents this last month:
a. The pilot of a Shorthorn, with over 7 hours of experience,
seriously damaged the undercarriage on landing. He had failed to land
at as fast a speed as possible as recommended in the Aviation Pocket
Handbook.
b. A B.E.2 stalled and crashed during an artillery exercise. The
pilot had been struck on the head by the semaphore of his observer
who was signaling to the gunners.
c. Another pilot in a B.E.2 failed to get airborne, an error in
judgment, as he was attempting to fly at mid-day instead of at the
recommended best lift periods, which are just after dawn and just
before sunset.
d. A Longhorn pilot lost control and crashed in a bog near
Chipping-Sedbury. An error of skill on the part of the pilot in not
being able to control a machine with a wide speed band of 10 MPH
between top speed and stalling speed.
e. While low flying in a Shorthorn the pilot crashed into the top
deck of a horse drawn bus near Stonehenge.
f. A B.E.2 pilot was seen to be attempting a banked turn at a
constant height before he crashed. A grave error by an experienced
pilot.
Unavoidable Accidents
2. There were 29 unavoidable accidents from which the following 3 are
selected:
a. The top wing of a Camel fell off due to fatigue failure of the
flying wires. A successful emergency landing was carried out.
b. Sixteen B.E.2's and 9 Shorthorns had complete engine failures. A
marked improvement over November's fatigue.
c. Pigeons destroyed a Camel and 2 Longhorns after mid-air strikes.
COST OF ACCIDENTS
Accidents during the last three months of 1917 cost 317 pounds, 10
shillings sixpence, money down the drain and sufficient to buy new
gaiters and spurs for each and every pilot observer in the Service.
ACCIDENT BRIEFS
No. 1 Brief
No. 912 Squadron, 3 December 1917
Aircraft type B.E.2C, No. KY678, Total Solo - - 4.20 Pilot Lt. J.
Smyth-Worthington, Solo in type - - 1.10
The pilot of this flying machine attempted to maintain his altitude
in a turn at 2,500 feet. This resulted in the airplane entering an
unprecedented maneuver, entailing a considerable loss of height. Even
with full power applied and the control column fully back, the pilot
was unable to regain control. However, upon climbing from the cockpit
onto the lower mainplane, the pilot managed to correct the machine's
altitude, and by skillful manipulation of the flying wires
successfully side -slipped into a nearby meadow.
Remarks: Although, through inexperience, this pilot allowed his
aeroplane to enter an unusual attitude, his resourcefulness in
eventually landing without damage has earned him a unit citation.
R.F.C . Lundsford-Magnus is investigating the strange behaviour of
this aircraft.
No. 2 Brief
No. 847 Squadron, 19 December 1917
Aircraft Type Spotter Balloon J17983, total solo 107.00 Pilot Capt.
***, Solo in type 32.10
Capt * * * of the Hussars, a balloon observer, unfortunately allowed
the spike of his full-dress helmet to impinge against the envelope of
his balloon. There was a violent explosion and the balloon carried
out a series of fantastic and uncontrollable maneuvers, while rapidly
emptying itself of gas. The pilot was thrown clear and escaped injury
as he was lucky enough to land on his head.
Remarks This pilot was flying in full-dress uniform because he was
the Officer of the Day. In consequence it has been recommended that
pilots will not fly during periods of duty as Officer of the Day.
Captain* * * has requested an exchange posting to the Patroville
Alps, a well-known mule unit of the Basques
No. 3 Brief
Summary of No. 3 Brief dated October 1917
Major W. de Kitkag-Watney's Neuport Scout was extensively damaged
when it failed to become airborne.
The original court of Inquiry found that the primary cause of the
accident was carelessness and poor airmanship on the part of a very
experienced pilot.
The Commandant General, however, not being wholly convinced that
Major de Kitkag-Watney could be guilty of so culpable a mistake
ordered that the court should be re-convened.
After extensive inquiries and lengthy discussions with the
Meteorlogical Officer and Astronomer Royal, the Court came to the
conclusion that the pilot unfortunately was authorized to fly his
aircraft on a day when there was absolutely no lift in the air and
could not be held responsible for the accident.
The Court wishes to take this opportunity to extend congratulations
to Major de Kitkag-Watney on his reprieve and also on his engagement
to the Commandant General's daughter, which was announced shortly
before the accident.
FLYING SAFETY TIPS
Horizontal Turns
To take a turn the pilot should always remember to sit upright,
otherwise he will increase the banking of the aeroplane. He should
never lean over.
Crash Precautions
Every pilot should understand the serious consequences of trying to
turn with the! engine off. It is much safer to crash into a house when
going forward than to sideslip or stall a machine with engine trouble.
Passengers should always use safety belts, as the pilot may start
stunting without warning. Never release the belt while in the air, or
when nosed down to land.
Engine Noises
Upon the detection of a knock, grind, rattle or squeak, the engine
should be at once stopped. Knocking or grinding accompanied by a
squeak indicates binding and a lack of lubricant.
WATCH THAT FIRST STEP
The First Marine Air Wing had this write up in their safety
publication, some 60 years ago:
It was conceded by all that the pilot had accomplished a brillant
piece of work in landing his disabled machine without damage under
the circumstances. It is not with intent to reflect less credit upon
his airmanship, but it must be noted that he is a well-experienced
aviator with over 40 total hours in the air, embracing a wide veriety
of machines, and this was his seventh forced landing due to complete
failure of the engine.
It was doubly unfortunate that upon alighting from his machine he
missed the catwalk on the lower airfoil and plunged both legs through
the fabric, straddling a rib, from which he received a grievous
personal injury.
Some thought should be devoted to a means of indentifying
wing-traversing catwalks to assist aviators in disembarking from
their various machines
(Doesn't this sound like the rough script for Those Magificent Men In Their Flying Machines? Where is Terry-Thomas when you need him?)