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Aviation History
1940
1940 - 0608.PDF
198 FEBRUARY 29, 1940 CORRESPONDENCE Tht Editor does not hold himself responsible for the views expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. MODEL FOR THE FOCKE-WULF Praga, Not Avia MR. H. F. KING writes in Flight of February 1.5 under theheading "Germany's Latest" that the Czech Avia concern had built a twin-hulled reconnaissance machine which bears a strong similarity to the Fokker G1. Actually, the machine to which Mr. King refers is not an Avia but the Praga E51 .(concern £eskomoravska-Kolben- DanS*k). Avia have never built a twin-hulled machine ; the last twin- engined Avia is the type Avia B 158, described in Interavia No. 593. November 12, 1938. "EYEWITNESS." Slough. STARDARDISATION Too Many Different Sections THE. output of military aircraft in this country is now hugeand the Government are, according to their recent pro- nouncements, visualising an even greater effort in the future. If much of this effort is not to be wasted, it is important that the partly manufactured materials used in construction be standardised to the maximum possible degree. The need for standardisation is widely realised. It has, indeed formed the subject of official instructions on more than one occasion in the past. Yet despite this, it is an unfortunate fact that many designers still persist in making use of con- structional sections of the most complicated and non-standard forms. As a result, an unnecessarily heavy burden is laid upon those whose business it is to provide the essential material in quantity and to time. Producers of sections are compelled to instal expensive and bulky equipment for which there is but a limited need—equip- ment of which, it must be remembered, duplicates must be available for use in an emergency. Since skilled labour is obviously to be at a premium in the future, it is desirable to simplify as much as possible. Repair services, particularly in tne field, will also suffer seriously if the present state of affairs be allowed to continue. Since rapidity of servicing and overhaul is constantly being stressed as an essential feature of all military equipment, the need for standardisation of stocks of materials again becomes evident. The whole, problem is, in the writer's opinion, one of extreme urgency and should receive the immediate attention of the aircraft industry. E. C. GORDON ENGLAND, General Aircraft, Ltd. Managing Director. STANDARDISATION ? Yes and No 'TPHE suggestion for standardising certain structural items in J- Mr. Robert Lickley's contribution on " Aircraft Con- struction " in Flight of February 8, 1940, interested me con- siderably. It appears to have been inevitable in the past that firms should develop their own standard sections for stringers, channels, angles, etc., but we have now reached the stage when a range of sections could be standardised for the whole industry. From whom should the lead come in attaining this desirable end? The Air Ministry, the Society of British Air- craft Constructors or the British Engineering Standards Asso- ciation? Perhaps the plan could be taken a stage further by Mr. Lickley offering his views on this point. With regard to +he larger plan of standardising general schemes of construction for outer wings, and possibly fuselages, one feels that these are still in too much of an evolutionary stage to attempt to freeze them where they are. A pooling of ideas, if it could be achieved, would no doubt be of benefit and would eventually lead to a standard. I feel we are still held up for the best schemes in these directions by shops' practice; possibly through lack of equipment. I expect many people have noted the extent to which swaged members are used on the Lockheed Hudson. Adding to Mr. Lickley's remarks on the variations in rein- forcement round fuselage openings, I think that much could be done by way ot standardisation of design, even if not standardisation of members. In some instances the reinforce- ment of a large opening is still a hit-and-miss process, as evidenced by tests which I once witnessed. In this case the weight of reinforcement added was considerable, but since it was halt cut through at the point of highest stress, it was not surprising that it proved unsatisfactory, and that a lot more uneconomically disposed material was required before it would stand its load. A standard design would have saved time and weight. Two things occur to me which would have to be guarded against by a Standardisation Committee: — (a) The freezing of design to such degree that the possi- bility of improvement is forgotten. (b) The narrowing down of types of construction to such an extent that lack ot a material would hold up pro- duction. The basis of success of snch a Committee would rest on the willingness of all firms to give unstinted help, particularly in the most difficult of all cases, i.e., where they feel that they have " a little something which the others haven't got." Cheltenham. J. F. Cuss. US. Civil Pilot Training Programme THE scheme to train young men and women of the United J- States for their private pilots' certificates of competency is now under way. At the end of 1939 there were 9.35° students from the universities and colleges undergoing training at flying schools under the general supervision of the Civil Aeronautics Authority. The students first do a ground school course of 72 hours, utilising study manuals made available by the Authority. Flying instruction follows this, and it was in the first week of November that the first student started this phase of the course. This is the college side of the scheme. But at least 5 per cent, of the pilots trained must be in the non-college category. To provide for this, classes are now being started at about 70 centres to give the necessary ground instruction. The 72-hour course will be spread over 12 weeks and at the end of this time 10 students will be chosen at each centre on a competitive basis to proceed to the flying instruction. Those selected for this training shall be between 18 and 25 years of age and shall pass a medical examination. Women are admitted, but only in the proportion of one in each flying class of 10. The cost of the ground school course, including textbooks, is not over Sio. Those students selected for the flying in- struction must bear a cost of about $30, which includes medical examination of $6, and insurance. All other costs are paid by the Authority. These amount to $290 paid to the flying schools for each student trained and a lump sum of $200 to the institution giving the ground school course. From 35 to 50 hours of instruction and practice in the air are given. R.AeS. Coventry Branch '"THE inaugural meeting of the first wartime session was held -*- in the Greyfriar's Room, on February 19th, when some R.A.F. films on atmosphere conditions, fog and ice formation and meteorology were shown to an audience of about 100 members. The films were personally introduced by Wing Commander Nelson, O.B.E., well known as the first Coventry man to ob- tain a pilot's "A" licence. Wing Commander Nelson has great faith in the talkie film as a medium for teaching. He has a very large library of films on every conceivable subject connected with the technical duties of all members of the R.A.F. The films shown this time covered a wide field from a simple explanation of the variations of atmospheric tempera- ture, pressure, and humidity, with height, to the complicated process ot weather reporting and the drawing of weather maps. A film showing conditions in which fog and ice are formed was also shown. The films were presented by talkie engineers from the B.T.H. Company, who supply the projector to R.A.F. stations for showing these films to the students. The Vice-Chairman, Mr. E. D. Keen, presided, and told the members that the branch had suffered a great loss in the departure of the Chairman, Air Marshal Sir John Higgins, for foreign climes. He mentioned that it was in response to the overwhelming request of members themselves, that activities had been teopened. He hoped that the interest would be maintained, so that the policy of "carrying on" under diffi- cult circumstances would be fully justified.
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