The object of the present paper is to place before the Society certain general considerations regarding the effect of airworthiness regulations on the design of civil aircraft.

I should like first to thank the Air Ministry Authorities for permitting me to read this paper, and to explain that any opinions expressed are entirely my own.

The Air Navigation Regulations, which set up organised Government control of civil aviation in this country, came into effect on the 1st May, 1919, so that the influence of Government supervision has been present during the whole period of post-war development of civil aviation.

Before opening my subject let me explicitly impress upon you that any opinions I may be found to have expressed in these notes are purely my own, and not necessarily shared by the Service to which I have the honour to belong, much as I owe them to its inspiration.

The first of the 1929 team to be posted for High Speed Flying was Greig, who towards the end of 1928 was sent to Calshot to make another attempt on the Speed Record. He achieved 319 miles an hour, which was the fastest speed on record, but did not exceed the Italian speed by a sufficiently large margin to count as a new record. While at Calshot, Atcherley and Stainforth joined him to start training, but very little flying was done during the winter months. Squadron Leader Orlebar took charge of the Flight when it was formed early in February, 1928, and I came a few weeks later. We had Moon as an engine officer, who had been with the 1927 team in the same capacity.

To attempt to discuss aerodynamic theory in a single lecture is perhaps a rather rash undertaking, for the subject is so vast that a proper discussion would require a volume, or even a series of volumes. My object, however, is not to cover the whole field of aerodynamic theory with its manifold applications to aeronautical engineering, but rather to discuss some of the fundamental conceptions on which the theory rests, and to discover where theory can be helpful and where it is necessary to rely wholly on experimental results.

The problem of keeping pilots and observers warm when flying at high altitudes was brought into prominence during the late war. At a height of 20,000 feet the normal temperature is approximately − 25°C. or “45° of frost,” Whilst in winter at an altitude of 30,000 feet temperatures of the order of − 5o°C. or “90° of frost” are frequently encountered. When flying at probably 100 miles per hour in temperatures of this order, all ordinary means of keeping the body warm are quite inadequate and no padding or lagging capable of being worn as a suit will keep the body warm for more than a few minutes.

The development of racing seaplanes has been so very rapid in the last few years that all other means of locomotion has been left a long way behind. Over 350 miles per hour has been reached in level flight by a machine controlled by a human being with a fair amount of ease and in comparative safety. A skilled human being it is true, but all advanced science requires skilled control.