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, by an error of
judgement, 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 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 machines 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,
Wing Tips of an AAR board's comments some 40 years ago:
It was conceded by all that the pilot had accomplished a brill ant 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 variety 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 identifying wing-traversing
catwalks to assist aviators in disembarking from their various machines.