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Aviation History
1924
1924 - 0211.PDF
APRIL 10, 1924 one draughtsman attached to this section. A warrant officer would be attached to one or more nights, workshops, etc., to instruct and generally supervise the work. Engineer officers and ratings were continuously under instruction in the flights and workshops, but this procedure was a temporary measure pending the formation of the School of Technical Training, which includes fully-equipped shops for the purpose of giving instruction in every branch. At the commencement, of course, there were no facilities at all for the overhauling and J repair of engines and aircraft, but such were gradually built up so that within a period of less than two years the repair shops, which were absolutely self-contained, had a capacity of completely overhauling sixteen rotary and eight stationary engines of the " Viper " type, or alternatively to this latter two " Eagle VIII's " and one " Lion " per week. The capacity of theAeroplane repair shop would be about six completely rebuilt machines a week. These facilities are to be considerably extended. The engine repair shop and machine shop are situated in the centre of the flight hangars, which are in the middle of the aerodrome. The machine shop has .the most complete equipment of lathes, milling, shaping, gear-cutting and grinding machines, etc. Adjoining this is the engine repair shop, with two small completely equipped shops for the repair of magnetos and carburettors. There is a foundry capable of handling castings up to 5 cwts., and blacksmiths, copper smiths, tinsmiths and sheet metal workers' shops, fully equipped with welding, case-hardening and other essential equipment. Stores for raw material, complete engines, engine spares andttools were conveniently situated. Test benches for handling engines of any type up to 1,000 h.p. and fully equipped are close to hand. Many of the machine tools are of Japanese manufacture, and in most cases very well made, although in some instance material of an unsuitable specification has been used. A well- equipped laboratory for the testing of all materials was organised. The aircraft repair shop was equally complete with wood store, wood-working, propeller building and repair, dope and fabric shops and all the necessary stores. The engineer officers are all extremely keen, but were almost without exception far too immersed in theory, being content to leave all practical matters involved in the running of an air station to their petty officers and men. To change this took time, but practical example had its effect, and from top'to bottom the fundamental necessity of a very thorough practical training is now recognised. The men are splendid, keen and hard working, and the doctrine of " a limitation of output " does not exist. The '' will often forego leave without being asked in order to finish some work on hand. Aircraft The machines used are in most cases so well known here that detailed comments are unnecessary. Troubles were experienced with the damp, but were not serious. Every variety of climate is to be met with, and all-metal aircraft will possess very definite advantages. The various systems of this form of construction are now receiving close attention. All machines gave results quite up to if not above the average. The " Sparrowhawk " fulfilled all expectations, and proved the most successful scout training machine so far met with, and if fitted, as planned, with a radial engine (" Lynx " or " Jaguar ") would be even better. " F.5's " were kept moored out, only being brought ashore periodically. The policy of man-handling such machines should, it is thought, be reduced to a minimum, and the old- time method of putting machines in sheds each night rendered needless by the improvement of weathering qualities. No structural failures occurred in the air nor fires as the result of a crash. Interesting tests under service conditions, and in some cases from the aircraft carrier " Hosho," were carried out with the Blackburn " Swift " torpedo carrier, which is similar to the " Dart," the standard Air Force type ; the Supermarine Seal " amphibian flying boat similar to the " Seagull " (which is an improved " Seal "), the standard type used in the Royal Air Force aircraft carriers, and the Vickers' " Viking " amphibian flying boat, the forerunner of the " Vulture " now attempting the world-flight. Engines All types are so well known here as to need no comment. Failures were very few, and mostly confined to the " Le Rhone," an engine very sensitive on the fine adjustment and with single ignition. Running times before complete or partial overhaul were well up to the average standard. It was found desirable to lower the compression ratio of the " Lion " from 8 to 1 to 5 to 1, as the machines into which this type are fitted operate in general at a low altitude. During the winter months it is sometimes necessary to attach special spinners to the propellers of the rotary engines to prevent over-cooling. Before taking this precaution engines had failed, due to the complete blocking of the crankshaft with ice. Aircraft Carriers The Japanese Navy have the distinction of being the first navy in the world to lay down an aircraft carrier. In December, 1920, the " Hosho " was laid, down at the Asano shipyard, near Tokyo. She is a vessel of 9,500 tons, with a speed of 25 knots. Her length is 510 ft., beam 62 ft. Her first sea trials took place in March, 1923. Prior to the earthquake two battle-cruisers, which had been serapped.by the Washington Conference, were to be converted to aircraft carriers of something like 25,000 tons each. One, the " Amagi," was, however, so damaged at the Yokusuka Dockyard by the effects of the earthquake as to necessitate scrapping. The " Akagi " is being proceeded with. The battleship " Kaga," also due for scrapping under the Washing ton Treaty, is probably to be modified and converted into a carrier. The accompanying slides show the flying deck of the " Hosho." As yet deck-landing is in its infancy, having been practised so far by a selected number of skilled pilots. There is also a small seaplane carrier, the " Wakamiya," which was put into commission some years ago. Propellers Wooden propellers, as might be expected, give a good deal of trouble in Japan, particularly in the summer. All the wooden propellers we had in use were manufactured in this country. There is good reason to believe that those manu factured in Japan, particularly from suitable indigenous timbers, would be superior. ^_ A number of steel propellers of the Leitner-Watt? variety were tried on each type of engine. Some of these were two and others three bladers. Many have been running for a consider able time, and no failures have occurred. There can be no doubt that the metal propeller will come more and more into general use, as its advantages, particularly in the tropics and for seaplanes, transport as spares, etc., are very large. On our principal aerodrome, which is of large area, the grass and vegetation generally grow with such remarkable rapidity in thfe spring and early summer that it is almost impossible to cut the whole area rapidly enough. Under these conditions the anxious pupil embarking on his first solo and being told to keep his tail well up, does so with such effect that the grass gets cut by the propeller, with results which are disastrous after an average morning's flying. The wastage of wooden propellers was under these.circumstances extraordinarily high. Steel propellers, of course, never suffered and could cut grass with impunity. At the time these propellers were ordered, in the commencement of 1921, they were the only type of metal propeller being manufactured in the world. Since that day minor improvements in design and methods of manufacture have led to the production of a superior product, particularly as far as interchangeability of blades and weight-saving are concerned. It is, I think, well known that propellers for horse-powers of under 500 are heavier if made of steel, but above this the reverse applies. Dope It was realised from the commencement that the Japanese climatic conditions would be peculiarly trying to doped surfaces on account of the great dampness in the summer months and also on account of the strong sunlight. For these reasons it was decided to use a pigmented nitro-cellulose dope which had been developed by the Royal Aircraft Establish ment, known as P.D.N. 12. Aluminium nitro covering V84 was used in addition. This doping scheme was largely employed, and three coats of dope, plus two coats of the nitro covering, proved entirely effective, and when comparing with machines doped with other preparations of a cellulose acetate basis it. never failed to show to extreme advantage. The well-known defect of the slackening off of fabric doped with a cellulose acetate preparation was most marked under the humid conditions prevailing, particularly in the early morn ings in the summer months, although under such conditions no change occurred when nitro dopes were used. Parachutes Two types are used as standard—the Guardian Angel D.4 and the Mears. The Mears is particularly useful for fitting on machines where it is difficult to stow the D.4. It does not, however, function satisfactorily in still air and is not consequently suitable for dropping from kite balloons. All these parachutes were made of cotton, but in future orders will be made of silk 11
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