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Aviation History
1933
1933 - 0416.PDF
FLIGHT, AUGUST 24, 1933 power loading of about 10 lb, ; it gives a power load of only 20 lb, with one engine in operation, which with the wing load indicates a power condition far more favourable than exists with a more heavily loaded, slower design. Long-range single-engined designs take ofi with a far higher wing and power loading. The objection of higher landing speeds will be reduced by a transport's ability to continue safe flight on one engine, and rarely ever be required to make a forced landing away from a scheduled airport or suitable landing field, The high-speed plane also can more easily avoid a fog or storm area and reach its destination before serious change of weather conditions, and is far less affected by head-winds or cross-winds. Therefore, it can maintain schedule more efficiently and navigate a course more accurately. It is the air-travelling public who will ultimately decide this controversy by its patronage. In order further to reduce the duration of travel, certain accommodations in the aeroplane necessarily will be limited. It introduces the question of the relative merits of reduced flying time with travelling conveniences at the airports as against large, slower air liners with accommodations aboard similar to the Pullman car. The all-wing type of design, on the grounds of aerodynamic efficiency, can be applied bene ficially to either design purpose as any aerodynamic ad vancement benefits either load-carrying capacity or speed. Time-saving is the main incentive of air transportation and the fact that improved design will reduce costs with higher speeds is a most favourable indication of the great future advancement to be expected. The importance ol speed being realised makes it evident that the all-wing type plane represents a means of multi-engined air trans port design improvement of first order, and will permit economical cruising speeds decidedly in excess of existing orthodox designs. KB V"/ set KB KB BUILDING THE "HAWK" F EW manufacturers will deny that there is often something to be learnt from the methods of those who come fresh into a business. In the aircraft trade in particular, each manufacturer regards his own methods as being, not perhaps better in a general sense, but certainly better suited, to his own particular needs. Those who pride themselves on being willing to learn should take note of the construction of the new Miles " Hawk " at Reading. They will find much to interest them. A case in point is the method which Phillips & Powis have evolved for attaching glued plywood to wing ribs, wing and fuselage covering and similar places. The old method of brass tacks was slow, and moreover the tacks were apt to split the struts or longerons, besides which they served only to hold the plywood to a very small extent. Mr. Powis had a look round when he came into the game and found a wire staple machine just like that which many of us use for securing sheets of paper together, a sort of punch affair which you bang down with your fist. Now they use this at Reading for all places where plywood is glued on. In the case of the wing covering, the sheet of plywood is held in place by one man and another man goes, bang, bang, bang, along with the punch. As soon as the glue has set the staples are withdrawn, leaving a clean surface upon which it is easy to get that high-class, motor-car- finish, which goes such a long way towards selling aero planes nowadays. The staples are left on inside the fuselage or on the wing ribs, not because the glue is not adequate but chiefly to save labour, though, of course, the staple in itself is better for holding the plywood on than an ordinary tack. Wet imagine that the saving of weight over tacks must also be quite considerable. The factory has about double the floor space it started with, and orders are in hand which will keep them busy for a very long time. The jigs have been laid out for the fuselage, wing spars, wing assembly, fuselage sides, and all the small covered units, so that in point of fact production from them is ahead of final assembly. The whole job is really rather impressive from a con structional point of view. Its ruggedness, combined with the natural apparent strength of the low-wing type, makes it look a very safe aeroplane, a factor which should assist its sales considerably, particularly as it is designed for thos': who are newcomers to aviation. The difficulty with aeroplane production is, as presumably in most other productions, that the designer, being enthusiastic about his work, goes on making improvements so that • the wretched engineer finds it almost impossible to get down to economical methods. THE PROTOTYPE : This picture of Mr. Miles flying the first " Hawk " was taken some time ago, and certain changes have been made in the Production Model, notably the fitting of an undercarriage incorporating Dowty shock-absorber legs. (FLIGHT Photo.) A Return to the Fold OUR old friend, " Tommy " Rose, who has been out of the country for some considerable time, has now returned. He is at present disengaged, but by no means adverse to devoting his amazing energy to aviation in the way we remember of him. He can be found for the present c/o Capt. Duncan Davis, at Brooklands, S S ffi Another School in FLT. LT. MAX FINDLAY, who as already anl^ounc'jJors our columns is temporarily acting as one of the insta at Brooklands, will, if his plans mature act0Tk shortly be starting up a flying school on bis own. t .,„„,.„ ...:ii „ :„„ „ 4, i„ > ...:n ™.yv.ro the innBic venue will surprise most people and will prove ini _^ '' go-aheadness '' for which Max has become so well kn 856
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