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Aviation History
1932
1932 - 0429.PDF
FLIGHT, MAY 6, 1932 The hangar at Roosevelt Field. An example of expensive construction. From an operational point of view, perhaps the most important feature of any hangar is its doors. These may be constructed in panels supported on overhead or ground tracks and running on rails to the sides, or alternatively, they may be constructed in small sections hinged together and arranged to close up like a concertina at the sides of the opening. A very striking form of doorway, known as the " overhead canopy " door, was seen in America, and appeared to be ideal from an operating point of view. The illustration shows the way in which the doors open, control being by a series of electric push buttons. From the point of view of expense, doors supported at the bottom are likely to be cheaper than those hung from above, and there appears to be no reason why they should not be absolutely satisfactory In use. The bull pen at Indianapolis. Where very large areas are enclosed, protection against fire is of increasing importance. Elaborate spray installa tions, automatically controlled, have been installed in a number of American hangars. The methods employed are well illustrated by the arrangements in the municipal hangar at Detroit. A system of pipes and jets is fixed in the steelwork of the roof and a similar system is laid in the cement of the floor, the jets being covered by small hinged flaps. Control of the whole apparatus is automatic, and is particularly interesting in this instance, since re leasing mechanism is actuated not by the fusible link method when a predetermined high temperature is reached, but by an apparatus depending upon the rate of rise in temperature. Experiments with fires of petrol and aero plane material have proved the system to be absolutely effective within comparatively few seconds. Hangar heating presents particular problems, first because the fire hazard must be eliminated, and, secondly, because an opening of large door areas may lead to a sudden drop in temperature unless very extensive reserve heating is available. The use of hot water or steam pipes has not proved sufficiently flexible to be effective. Hot air distri buted by overhead ducts from a central heating chamber, where oil, coal or gas is consumed, has been found the most satisfactory method. The location of the hot air outlets is important. These should be arranged close to the door openings, discharging inwards. Where a limited traffic is to be handled on a newly- constructed airport, a special kind of building has been evolved in America which has not appeared over here. This is a combined hangar and terminal building. It would appear particularly suited to an intermediate station on a main through airway. In considering airport equipment, the first and most im portant item is proper indication of wind direction, since an absolutely clearly defined direction for landing at all times is the first essential to proper traffic control and safe operation. The old-fashioned wind sleeve, suitable for the country landing fields, is inadequate to the require ments of an airport. An apparatus is needed which in conditions of normal visibility can be seen clearly from several miles away, showing distinctly the direction into which aircraft must land in whatever wind may be blow ing. The most dangerous time is when there is no wind at all, since pilots, unless rigidly controlled, may be inclined to take off or land in whatever direction is most convenient to them. In normal circumstances, a smoke pot in the centre of the aerodrome is an admirable wind indicator, but in conditions of flat calm or in gales and snow, I do not consider its indication to be sufficiently definite to be absolutely satisfactory. Also it is difficult to illuminate at night. It seems, therefore, that the best arrangement is a large " T " or other shaped indicator pivoted to swing into the prevailing wind or in a calm to The hangar at Sacramento. An example of cheap construction. 397
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