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Aviation History
1931
1931 - 0127.PDF
FLIGHT, FEBRUARY 6, 1931 desirable in the aircraft to make thisas easy a* possible. The position from which to approachshould be such that the aircraft will cross the stern about 20 ft. up. This positionis for a normal aircraft about 150-200 vards astern. The ideal aerodrome land-ing would then be to switch off and land without the use of engine but theair disturbances astern of the ship, the high relative wind speed and the forwardmovement of the ship itself necessitates the use of the engine spasmodically orcontinuously during the approach. The pilot must watch the deck and so adjusthis height by using his engine so as to cross the stern at the required height.With some types it is possible to fly straight in, keeping the same levelthroughout, but with a heavily-loaded machine or in rough weather when thestem may be rising and falling consider- ably, a high approach is advisable. As most aircraft do not afford a view directly ahead, an approach from slightly to port or star-board enables the pilot to keep the after end of the deck in view continuously. As soon as the aircraft is passing thestern the pilot must throttle down and make an ordinary landing, taking very special care to keep head into windand as near as possible to the fore and aft line of the ship amidships. Variations in the speed of the wind, and smoke bumps, areliable to cause the approaching aeroplane to move out of the direct path towards the centre of the deck. Thus, if adownward bump is encountered the engine must be opened up and the height lost regained, or vice versa, to lose heightthe pilot should throttle down, since the other methods of side-slipping and S turns are difficult to execute withoutfinding oneself off the correct course when the required height has been reached. The deck provides ample length forlanding almost any type ; it is the narrowness, compared with the space available on an aerodrome, which calls forextreme concentration on the part of the pilot and creates such difficulties as exist. My own experience is that, provided great care is takenover each landing, there is no difficulty, but once care is relaxed a bad landing is inevitable, and this is borne out bythe fact that even with experienced D.L. pilots, after about four or five successive landings the standard begins to falland in time a really bad landing occurs. I will conclude with a few remarks upon the specialcharacteristics required in an aircraft to be used for deck flying. The view is most important. The ideal is, of course, anuninterrupted view straight ahead. Where this is not possible a very long cowling from the nose to the pilot should beavoided as this will block out all view of the deck as the aircraft flattens out, and in any case a nose sloping awayirom the pilot is most desirable. " The attitude which the aircraft assumes whilst being flownon to the deck affects the pilot's view very considerably. MAINTAINING TOO HIGH AN ANGLE Of APPROACH SY '(I)PARTLY STALLING AND RISKING GETTING OUT OF CONTROL IN A GUST OR LULL OF THE WIND , DIVING, RESULTING IN A FAST IANOINGS^EO a Y TO 0EPRE55 THE TAIL WITHOUT BALLOONING WIND RELATIVE TO SHIP ^h'e « AIRCRApT CARRIER "COURAGEOUS " : In this aerial viewc ?U down " at the stern, and the forward lower flying deck n De clearly seen. (R.A.F. Official Photograph, Crown Copyright.) 123 The majority of modern aircraft at slow speeds fly with thetail down. Any attempt to improve the view by pushing the nose down immediately results in a considerable increasein speed. In those aircraft, therefore, where the pilot is not seatedin front of the planes, the designer should aim at giving him as good a view as possible over the sides and reaching asnear to the fore and aft line of the aircraft as possible. Good control on elevator, rudder and ailerons at slow speedsis particularly necessary so that the aircraft may be kept on its course during the last stages of the approach and anytendency to swing after touching the deck may be instantly checked. A broad undercarriage assists stability while running onthe deck. Independently and easily operated brakes are of valuenot so much for reducing the run but in the greatly increased directiorial control.In the larger types the aircraft must be designed to fold so that the maximum number may be stowed in the limitedspace available in a carrier. The methods of locking the wings should be easily andquickly operated, preferably without mechanics having to climb up on to the aircraft. Special consideration should also be given to such details as :— (i) The adequate protection against the weather. Fleetaircraft may often be required to spend long periods embarketl on ships other than carriers where no protection is afforded.(ii) Lashing down points, by which the aircraft may be secured in the hangar or to the catapult.Finally, as my closing words, if any of those present intend to design a machine for the Fleet Air Arm, don't forget thataccidents happen even in the best regulated families and also in the finest aircraft flown by the most skilled pilots,especially in deck landing. An aircraft which will float and which is so constructed that you can get out is morethan desirable." At the end of the lecture, Squadron-Leader Acland showed three films, of which the first gave a very excellent idea ofthe method of landing Avros and D.H.9's with the use of the wire system. The" fiddle bridge " supports of the wires gave the undercarriages some nasty blows.The second film was of an unusual nature in that the camera was on board the machineand had recorded, in slow motion, the appearance of the deck of the aircraftcarrier as it, seemingly, approached the aircraft. The third film was modern andrecorded a visit of the First Lord of the Admiralty to one of our latest types ofcarrier. The smartness with which the machines got away was much admired. The DiscussionThe Chairman, Mr. C. R. Fairey, said he was pleased to be the first to congratulateSquadron-Leader Acland on his excellent paper, and to thank the Air Ministry andAdmiralty for permission to have it read before the Roval Aeronautical Societv.
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