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Aviation History
1940
1940 - 0404.PDF
128 FEBRUARY 8, 1940 promise, that an escort fighter must have speed considerably in excess of the bombers it is escorting and, if possible, equal to or greater than that of the opposing fighters. It must have a range equal to that of the bombers; it must present the minimum target area; and it must have the greatest possible lire power consistent with performance, mid have minimum crew. Hence tandem engines and contra-props, guns in the wings for the pilot, a middle gunner in a power-driven retractable turret and a power-driven tail turret. Obviously such an aircraft would also make an excellent reconnaissance machine or small bomber. Too many aircraft have a blind spot under the tail, as has been amply proved already, and some designers (and the A.M.) do not yet seem to realise that this is a point where aerodynamic fineness should be sacrificed to fire power. Southampton. COLIN R. BARTY. MOTORLESS FLIGHT A Power Pilot's Views IN support of the many interesting letters I have read regard-ing the value of motorless flight as a sound basic flying training, I offer my own experiences. 1 will take you back to 1929 in Australia, when I purchased a Farman biplane with a none too reliable Anzani engine. Not being able to fly myself, I engaged a pilot and we went barn- storming. This finished up with my Farman sitting on a fence bordering a small field and completely falling into fragments. Except for the carburettor the engine was undamaged, but the airframe was beyond repair. Undaunted, I constructed from the top wing and empennage a primary type glider. I had seen pictures of gliders the Germans were using, and with a little imagination I built up a contraption resembling them, but with an undercarriage in addition to the conventional skid. This took me exactly six weeks. Now, although I was keen to fly, I thought it best to get an experienced pilot to try this thing out; but could I get one? Not on your life! In the approved pioneer spirit, so to speak, or rather a case of fools stepping where angels fear to tread, I hitched myself to the seat (I had a mental picture of the witch sitting on a broomstick!) and, with the aid of a 12 h.p. car, careered madly across the aerodrome. After numerous unsuccessful attempts to rise, I decided a more powerful car was required. These unsuccessful trials, however, were really my salvation, because I learnt to press the right foot to turn right and left foot to turn left, etc. This I found very difficult at first, having spent most of my youth on kiddies' carts, which were steered by placing one's feet on the front axle. This, of course, is the reverse to flying. The joystick action came quite naturally. Having made arrangements for the use of a 30 h.p. car, I again set out foi the test flight. After a very short run I was hurled'sky wards at a terrific rate, and, of course, pulled and pushed everything at the same time; and was I scared—or was I? I went to the top of the,rope about 100 feet up, pulled the trip gear and glided to earth without smashing anything. I made five more successful flights that morning. I came to the conclusion the e.g. position was too far back as I couldn't get the tail up properly. " During the coming week I shifted the seat forward a couple of inches. Great publicity was given to my experiments, and a demon- stration was arranged for the following Saturday afternoon. On that day 6,000 people visited Eagle Farm Aerodrome to see the fun. Cross-wind Start The local barnstorming boys took advantage of the crowd, and the money rolled in, but when I asked them to hold off for my flights, they refused and told me to fly on the other portion of the field, which was slightly cross-wind. In my ignorance I tried this. The Golden Sparrow, as my contraption was called, went to the top of the rope all right, but when released it went into a side-slip. I put the nose down for more speed; it went down all right and stayed down. Result—a side-slipping dive into the deck. Fortunately, I had a lap strap and chest strap which saved my life. The whole kite collapsed around me. I struggled out without a scratch, but I had a stiff neck for about a week as a result of my head flicking forward during the sudden stop. I reckon I hit the deck at about 60 m.p.h. as the car was travelling at 50 m.p.h. when I tripped off. This put a stop to my activities for about six months, and I swore I would not fly again. I sold the remains of the 'plane and glider to a pal, who commenced to build up a secondary type glider with the fuselage and three of the Farman wings, making a span of about 37ft. 6in. The Goldin Sparrow was only 25ft. He experienced the same difficulty with the rudder as I did, and finally asked me to fly the glider for him. By this time 1 had forgotten the crash and merrily jumped into the cockpit. The machine flew reasonably well and I made a number of suc- cessful flights. 1 later designed an orthodox training glider, sold the designs, kits of material, etc., to clubs, and generally classed myself as a gliding expert. I visited country centres, organised clubs, gave lectures and gliding demonstrations. During this time I was gradually becoming "power" minded again, so set to work to design and build the original " Wicko,"' which was a one-place high- wing cabin monoplane. I fitted a new carburettor to the Anzani and used that engine in the " Wicko." Having learnt a lesson, I did not test-fly the " Wicko," but on this occasion managed to secure the services of a competent pilot. I then managed to get in some dual instruction in D.H. Moths at intervals during the next few months, amounting in all to a total of 1 hour 40 minutes. On Anzac Day, 1931 (anniversary of landing of Australian and N.Z. Army Corps at Gallipoli), I went to the aerodrome and warmed up my engine in preparation for my first power flight. I asked my instructor if he thought I would be O.K. He happened to be an old Anzac and was a few sheets in the wind at the time. All he said was: " Well, it's your neck and your machine.'-' Forthwith I jumped in, gave her the gun and made my first solo flight. I did one circuit and landed. 1 was so frightened when I got out I could hardly walk, but this didn't prevent me from reaching the bar! ! ! My instructor's remarks were: "The spirit of Anzac is not dead yet." You may gather from this narrative that gliding experience is of definite value towards power flying. The facts are: 1 hr. 40 min. dual in an open-cockpit biplane; first solo in a high-wing cabin monoplane. I might -say I still enjoy throwing a machine about with the throttle closed, and on one occasion some years ago I looped a D.H. Moth three times in succession with the engine off. This required a diving speed of over 140 m.p.h. and a very tight loop. I strongly advise enthusiasts not to try this, as their luck may not hold out as mine did. G. N. WIKNER. Southampton. HELP THE AIR CADETS Aircraft Parts Wanted T HE Squadron of Air Cadets at this school is in urgent needof aeroplane parts, a fuselage or any instruments. The work of the Cadet Corps is well known and I think requires no emphasis from me. If any of your readers have any equipment for which they have no further use, we would be very glad indeed to have it, and I could assure them that it would be put to a good use. Model aeroplanes of any kind or literature of any kind would also be welcomed. C. F. F. GIEBS, Commanding Officer, Air Defence Cadet Corps, No. 133 (Minehead County School) Squadron, Somerset. ROCKET EFFICIENCY Dr. Lanchester Takes " Flight" to Task N your issue of February i (just to hand), I find two glaring mistakes in the Figures 3a and 4. In the first of these I find the expression V2xV which should read y'2xV, and in Fig.4 I find— I instead of /V I should be glad if you will make it clear that I am not to blame for this because (1) I specially requested that the blocks should be made from my drawings as sent in and not redrawn; and (2) that you did not submit pulls of the blocks to me although my drawings were in your hands on January the 8th. Furthermore, in the explanatory footnote at the bottom of col. 2, p. 98, and in the 14th line from the top of that column, the expression is correctly given. I hope there are no other mistakes which I may have overlooked, but with the above warning readers may be on their guard. F. W. LAVCHESTER. [We much regret the slip and hasten to publish this explana- tion.—ED.]
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