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WW1 ROYAL
FLYING CORPS  MONTHLY SAFETY REPORT
December 1917
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
1. 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
signalling 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-Sodbury. 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.
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.2s 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 10 shillings and sixpence, money down the drain and sufficient to
buy new gaiters and spurs for each and every pilot and observer in the Service.
ACCIDENT BRIEFS
No.1 Brief:
No. 912 Squadron, 3 December 1917, Aircraft type B.E. 2C, No. XY 678, Total solo
- 4.0
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 aeroplane entering an unprecedented manoeuvre,
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 skilful 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.
No. 2 Brief:
No. 847 Squadron, 19 December 1917, Aircraft type Spotter
Balloon J17983, Total solo 107.00. Pilot Capt. D. Lavendar,
Solo in type 32.10.
Captain Lavendar 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 manoeuvres, whilst rapidly emptying
itself of gas. The pilot was thrown clear and escaped injury as he was lucky
enough to land on his helmet. 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 Lavendar has subsequently requested an exchange
posting to the Patroville Alps, a well known mule unit of the Basques.
No. 3 Brief:
Summary of No. 43 Brief, dated October 1917.
Major W. deKitkag-Watney's Nieuport 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 Meteorological 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
therefore could not be held responsible for the accident. The
Court wishes to take this opportunity to extend its 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
troubles.
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: It was conceded by all that the
pilot had accomplished a brilliant 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."
(Courtesy of Spectrum Capital)
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