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Aviation History
1934
1934 - 0292.PDF
FLIGHT, MARCH 22, 1934 he thought he had mentioned Von Karman's formula in the paper. At any rate, he thought it was better than Pesca's 50 times the thickness, because if one watched a buckle forming as the load increased, the greater the buckle the less the skin became defective. As the stress increased the width decreased, so that one could not simply take Pesca's formula, because the width of the buckle varied with the stress. The use of stressed-skin construction, referred to by Mr. Mettam, was just a matter of saving weight. One of the slides showed a single-seater fuselage in steel sheeting, which in its complete form was only 30 lb. heavier than the fabric-covered fuselage. In duralumin, the weight would probably have been 20 lb. lighter. Using metal 0.020 in. thick meant that fabric would be heavier, and in duralumin the skin of the fuselage would at any rate be as light as a girder machine. He had not gone into the appearance of the elastic buckle, but rather wished he had said one-quarter of the full factored load. To keep the buckles out of the construction up to one-third of the fully factored load was asking rather a lot. Plastic deformation at three-quarters of the factored load was another matter. There would not be plastic deformation in the skin until the stringers began to buckle, and he did not think there was much chance of that. Also, in reply to Mr. Mettam, the author said he had used Von Karman's formula and the constant referred to in Ref. 4. He had not, however, seen the Technical Note 479 mentioned, and, therefore, could not give any information on the point. A? to the question of inspection, there was. something in what Mr. Hollis Williams had said. In the case of the fuselage, however, it was possible to have some large inspection holes and still have plenty of strength. As to the wings, the leading and trailing edges could be made detachable so that at any rate everything could be seen. Putting anything right that might be wrong was another matter. S5 BRITISH AEROPLANES FOR DENMARK Eight De Havilland Machines for Danish Air Force ^ITHIN the next few days a fleet of eight de Havilland aeroplanes will leave Harfield aero- drome to fly to Copenhagen in charge of officers of the Danish Air Force. The flight will be under the command of Capt. C. C. Larsen, who will pilot the " odd " machine of the flight, a de Havilland " Dragon." The other seven machines are " Tiger Moths." The seven " Tiger Moths " will be used for the instruc- tion of Danish pilots in the art of military air manoeuvres, and the equipment of the machines includes all the instru- ments necessary for " blind flying." Instrument flying is a relatively recent development of military flying train- ing, and Great Britain has, perhaps, done more than any other nation to perfect the equipment. Following the adoption of instrument flying by the British Royal Air Force, nearly all other nations are adding it to their curricula. The " Dragon " bought by the Danish Air Force is equipped for military purposes, and will also be used for light transport and for aerial survey. All the machines of the batch are fitted with de Havil- land " Gipsy Major " engines. WAITING TO GO : Seven " Tiger Moths " and one " Dragon " at Hatfield, ready to start for Copenhagen. The Danish crews include Capt. C. C. Larsen, Lts. Clausen, Meincke and Rydman, Sgts. Eriksen, Petersen and Hansen, and Machine Officer Petersen. (FLIGHT Photo.) No, 6oo (City of Edinburgh) (Bomber) Squadron A VERY attractive little publication is the annual re- port of the City of Edinburgh Squadron, A.A.F., for the year 1933. This is the first year for which.an annual report has been issued, and so it includes a brief history of the squadron during each year of its existence since its formation in 1925. There are a number of illustrations well reproduced from photographs, including a full-page FLIGHT photograph of the squadron flying in formation. The letterpress is excellent, and gives a very clear idea of the manifold activities of the squadron, and of the keen spirit which pervades all ranks. If we might venture to make a suggestion for next year's report, we would say that interest would be increased if a narrative were given of the part played by the squadron in any Exercises in which they may take part. There are two intimations in the report which fill us with regret. The Commanding Officer, Sqd. Ldr. Murray-Philipson, M.P., is resigning the command of the squadron, and the Adjutant, Fit. Lt. R. J. Legg, is being transferred to No. 30 (Bomber) Squadron at Mosul, Iraq. A combination of ill-health and Parliamen- tary duties is responsible for the resignation of the Com- manding Officer. In a message to the squadron Air Com. MacNeece-Foster, A.O.C., No. 1 Air Defence Group, pays a handsome tribute to the work of both Sqd. Ldr. Murray- Philipson and Fit. Lt. Legg. The new Adjutant is to be Fit. Lt. G. F. Macpherson, R.A.F., while the command will devolve on Fit. Lt. Lord Nigel Douglas-Hamilton, second son of the Duke of Hamilton and Brandon. Thus the two Scottish squadrons will be commanded by two brothers, as tfee City of Glasgow Squadron is already com- manded by the Marquess of Douglas and Clydesdale. 292
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