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Aviation History
1941
1941 - 2190.PDF
glad we consulted Terry's before we went ahead " BECAUSE this customer asked for our advice onhis Spring problem before even completing his machine designs, we were able to save him a lot of time and to produce for him a safely stressed spring on which he could absolutely rely. Spring designing is a skilled job, and our accumulated experience of nearly 87 years is freely at your disposal. So take advantage of it as early as possible when developing your new production. When all's said and done, the spring is the heartbeat of most machines, and if you want to be sure of maximum efficiency, our Research Department is waiting to serve you. n /4/PRING/ Famous for Springs & Presswork since I8SS HERBERT TERRY & SONS LTD • REDDITCH • ENGLAND Aiso at LONDON • BIRMINGHAM • MANCHESTER FLIGHT, Sept. 18th, 1941. Advt. a8a 8/ THE * MAJOR No. I. ON PETROL COCKS Taking poison to discover the consequences is an antiquated mode of scientific research. It may have j contained an element of humour for/ him who watched but none for him who stood and waited. Nor can we afford to crash planes from 40,000 ft in an effort to find the answer to the seizing of petrol cocks at high altitudes. Luckily, the science of engineering is less empirical than toxicology. We have a few guiding principles and more appliances. A first essential in a petrol cock is that it be turned on and off easily; the operational effort must be the minimum compatible with petrol tightness. By dint of much patience and many patents, we perfected a mechanism to operate at 12 inch lbs. at ordinary room temperatures. Then, instead of going up, we went down. Using a freezing mixture, we took the tempera- ture of the petrol cock down to — io°, —20°, -30°, - 40 °, — 50 ° Centigrade. The operational effort needed to turn the cock rose sharply to 60 inch lbs. at — 40 ° C. At — 50° C. the cock completely seized; the effort needed to turn it was beyond the capacity of the apparatus, 150 inch lbs. Thereupon, the problem was referred to our enthusiastic if somewhat shaggy metallurgist. For once we did not have long to wait for an answer. For once it was the correct answer. This time the operational effort at —50° C. was only 17 inch lbs. i.e. well below the maximum effort of 30 inch lbs. which it is estimated a pilot with gloved hands can exert. It was a matter of using the right metal in the right place and in the right way. Simple, isn't it ? IT& Fuel Systems for Aircraft etc. POWER ROAD, LONDON, W.4
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