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Aviation History
1938
1938 - 0024.PDF
IO FLIGHT. JANUARY 6. 1938. PRIVATE FLYING SEAPLANE CONVERSION : A Stinson SR—9D Reliant seaplane used in Canada by the Imperial Oil Company. The extra fin below the fuselage—to balance the effect of the floats which provide excessive side area ahead of the c-g-—i1* a noteworthy modification lo the standard vemon of the machine. The actual and necessary size of the floats explains some of the difficulties involved in any conversion. Topics of the Day Another Year F;)R some reason which is not as clear as it might be,it is customary at this time of the year to review thepast—and, less usually, to make Old Moore-ishly vague prophecies about the future. Unfortunately, when underneath the tent of prophecy, I find it almost impossible to prevent myself from fore- casting the future as I should like it, and not as other people will undoubtedly make it. In fact, and presupposing the continuance of at least a purely local condition of peace, things at the end of 1938 will probably be exactly the same as they are dt this moment—except that we shall all be a year older and, consequently, either wiser or less tolerant according to our particular glandular arrange- ments. However, I will state my own ideas, for what they are worth, in the matter of the private owner's or the amateur's demands. First and foremost, of course, practically everything else must be subordinated to safety, plain and simple. That does not necessarily mean a low landing speed (which can cause trouble in gusty breezes) or even, by itself, a com- pletely viceless stall. This last may be accompanied by other less pleasing characteristics, and, in any case, it is still possible to get into expensive, if non-fatal, trouble, particularly when this feature is used as a means of losing height near the ground. Safety First REAL safety involves a number of co-ordinated features,including a really useful range of vision, ample control near the stall (however innocuous), a short take-off, a steep climb which may be started as soon as the machine can be pulled off the ground, and an undercarriage which will take almost anything that it is possible to provide in the way of mishandling. Good take-off and climb do not necessarily involve a more than ample power reserve with consequently higher first and subsequent costs. I look to the development of something new in flap gear, which can be adjusted easily and vicelessly to provide either high lift or real drag in varying degrees. There is nothing idealistic about that, and the transport designers will need to produce such a device if their contrivances are going to be anything more than mere subsidised projectiles. For the rest, these safety demands are quite ordinary. There are none which have not, or could not, have been incorporated in any of the machines built during the past decade. 1 have already written quite lengthily enough about tricycle undercarriages and confess to looking on the Stearman - Hammond as the most rational machine developed during the past year. In fact, of course, it is hardly fair to talk of this as a 1937 design, since it first appeared three years ago and was probably flying about in its present form before the beginning of last year. The nosewheel arrangement necessarily involves either a pusher or a twin-engined layout, but if a tractor design is to be prepared there is always the Cowey tricycle with the third wheel behind. Apart from tractor demands, this method of applying the principle—with a steerable rear wheel— ha& certain advantages. For instance, the e.g. problem is not so acute, the results of structural failure are not likely to be so serious, the braking load is all being taken by the "real" undercarriage, and retraction difficulties should be reduced. Whatever may be the future of the very light type of aeroplane, it is certain that its manufacturers must do their best to see that the cruising speed is high enough to deal with reasonable headwinds, and in this connection a satisfactory non-stop endurance is obviously essential. Prospective owners will not always be satisfied to cruise around aerodromes in fine weather, though there should be a small market for " hourage obtaining" single-seaters. These, however, must have very normal characteristics, or their training and amusement value will be doubtful. Finally, the little fellows must have useful luggage accom- modation. Nobody really likes travelling with a tooth- brush Among the more experienced manufacturers there is a feeling that 80 b.h.p. is the safe minimum for any two- seater, and that 50 b.h.p. is the same minimum for single- seaters. They may be right, though perfectly good machines are flying about quite strongly with very much less power. It seems to be largely a matter of size and consequent stability in bumps. Obviously it is necessary to have plenty of power if a full-sized light aeroplane is going to give reasonable results, and the matter then boils down to that of producing such a machine at a low price. If only the market is available^ there is no reason why a proper two- seater cabin aeroplane with plenty of useful power should not be sold for £500. Unfortunately the market is not obviously available at present and the Reserve scheme hardly helps matters. A young man who can fly almost as much as he cares to fly at the expense of the Govern- ment is not likely to spend £500 (plus running costs) on a machine of his own. A Qoing Marine S for seaplanes, not one is yet available. Possibly nobody wants such a thing in this country, though, as I've remarked before, there should be a niche for at least one seaplane or small flying-boat club on the south coast and in an area where a sufficient quantity of marine- minded persons may be expected to be able to pay the rather high flying charges. In America, with, generally speaking, altogether heftier and more generously powered machines, the floatplane is reasonably popular, but it must not be forgotten that the
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