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Aviation History
1935
1935 - 0620.PDF
3°4 FLIGHT. MARCH 21, i935 The aeroplane cannot keep to a 100 per cent, schedule efficiency, neither is there anywhere near 100 per cent, immunity from disaster ; and, generally speaking, the one condition of weather most unfavourable to the aeroplane and proving the cause of irregularities and mishaps, is the condition of "no visibility." No apologies are made for pointing out the obvious fact that while in fog both ships and trains can "heave to," the aeroplane cannot. Being, aeroplane-minded, we have shut our eyes to this very simple essential of sound transport. Looking at it from this point of view, does it not now seem ridiculous, in fact almost fantastic, that the orthodox aeroplane—that highly developed vehicle—has to remain hurtling along at speeds greater than 40 or 50 m.p.h. TO maintain its buoyancy? Now, knowing that we have got at last vertical ascent, stationary flight and vertical descent, it is very interesting tc; see what possibilities are immediately laid open. Private, commercial, naval and military aviation have certain common requirements, but, in addition, there are those peculiar to each. Let us, therefore, consider these in turn. To deal first with private aviation. We are accustomed to the use of the aerodrome or, failing that, some special surface for taking-off and landing. The helicopter can be taken off any surface or platform the dimensions of which need be no greater than its own. Climbing vertically to a safe height, the helicopter pilot then starts his journey by clutching in the tractor or pusher airscrews used for horizontal flight. In " Blind " Conditions To obtain a very clear idea of the possibilities stationary flight introduces, let us assume a situation which up to date has been regarded as a veritable nightmare. We find ourselves flying in fog at night somewhere over the Midlands. Our ordinary instruments and the natural stability of the helicopter are all that we need for pro ceeding towards our destination with complete confidence. But assume we run out of petrol or the engine seizes, what happens then? As we are completely blind, all we do is to turn everything off and hold everything back and wait for the bump. But as we hit the ground in vertical descent at a velocity even less than that of the parachute, we are only likely to sustain damage either to the craft or to ourselves if we fall on, for example, a tree or a house. Anyway, running out of petrol is inexcusable and the risks of engine failure do not belong to modern develop ment ; we may, therefore, consider a more likely hazard, namely, that of arriving at our destination and having to make contact with the ground without seeing it. Present-day ground organisation will direct us to a spot over the aerodrome and, as the helicopter can " heave to " in the air, we are in the enviable position of the fellow who "stopped, looked and listened." More than that, we can throw out one or more ropes and can take d soundings of the position of the ground below, iust "m, we were plumbing the sea bed. A handling party 5 even pull us down on to the desired spot. mav We have only got to study the commercial uses of f aeroplane in order to appreciate the potential value of th helicopter in this sphere. There is little that the aej plane can do which the helicopter cannot do, and th is much that the helicopter can do which the aeroDh * cannot do. We will, therefore, onlv touch °n some of the new utilities provided: Taxi work from aerodro to the heart of cities, for instance; roof aerodrome* fa aeroplanes, even if not considered fantastic, involve vast expenditure, but alighting places for helicopter "taxis" are a very different matter. Mail-carrying, traffic con trol, crop-spraying, advertising, photography and mnumer able other jobs of work will be so simplified that thevwil constitute normal commercial activities. And now for the naval aspect. The helicopter, as has been said, can lift directly from a platform, but it can also take off forwards, sideways, or backwaids, and, further, it follows that wind direction on a take-off or in landin> is of relatively small importance. Such advanta«es are significant when operations on ships' decks are considered. On the Water The amphibian aircraft becomes a simple proposition. As the take-off is direct, no special hull or float shape is required. A water-buoyant cabin may be lifted from the water, and, while wheels may be desirable for handling purposes, they are not necessary for parking on terra fimw. A boat or float aeioplane on its take-off may have to plough through rough seas at speeds as great as 80 m.p.h., and limitations in the strength of float or hull restrict the use of such aircraft if the seas are too rough. For military work, the helicopter may be released from a camouflaged sunken hangar with roof doors. Stationary flight is advantageous for nearly all military purposes, but where the high order of vulnerability of the captive balloon or dirigible has long been accepted, the helicopter, when attacked, is free to ascend vertically with a hign rate of climb, leaving the attacking aeroplane whizzing past it, only in firing range for a few seconds, or at will proceeding horizontally at equivalent high velocities. Observation, bombing, photography, and fighting, once free of the whirlwind necessity of high speed, are all reduced to deliberate operations, while pursuit and retreat can still have all the speed and despatch of an aeroplane In the foregoing some of the many utilities of the heli copter have been mentioned, but, without question, the range of usefulness of the type is almost unlimited. Just as the steam engine and the motor car revolutionised all surface transport, so may we expect the helicopter pnn ciple of flight to effect a complete change in the present- day conception of, aerial transit. FOR AIR FRANCE The Potez 62 : Cruising Speed of 175 m.p.h. with Fourteen Passengers thoroughly soundproofed, is well ventilated and heated, an AMONG the fast new machines to be put in service during the coming season on the Europeon routes of Air France L. is the Potez 62. which has recently passed its con structor's trials, and is shortly to be presented at Villa- coublay for official tests. The machine is a commercial adaptation of the Potez 54 multiplace de combat (two Hispano-Suiza Xbrs) shown in the Grand Salon last year. Of "semi-thick" section, the wings are parallel in chord and have rounded tips. They are built in two sections, and are braced by struts and wires to tiie engine nacelles, which are carried well below the wings, and are, in turn, braced to the fuselage. Aluminium alloy is used for the wing structure, which consists of two spars to which the main ribs are attached. A series of lighter ribs and lateral stringers, with internal bracing, complete the structure. Fabric is used for the covering. Wood is used exclusively for the cabin, which has been embodies several modern refinements. The two Gnome-Rhone " Mistrel Major 14 Krsd '°^tted cylinder two-row radials, giving 900 h-p. at 4,920 it-. a . with N.A.C.A. cowlings, and drive three-bladed meta ^ screws. Each half of the undercarriage is of canti ev ^ struction, and folds into the nacelles behind the engin =• photograph of the machine appeared last week. 10 ft S to-Data are as follows;— Dimensions.—Length, 56 ft. 3 In. (17,3 m): (3,9 m); span, 72 ft. 6 in. (22,35 m); win? area, 81.' sr>- ^ Weights.—Weight emptv, 8,800 lb. (4 000 kn): K^ 15,765 lb. (7 166 kg). ^K Performance.—Cruisins; speed, 175 m.p.h. (2*« k»'' L); »*» 26,000 ft. (8 000 m); range (normal), 625 miles (' """ (maximum), 844 miles (1350 km); cruising spee« (4( 131 m.p.h. (210 kmlhr); ceiling (one engine), 13,»«« "" , H)
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