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Aviation History
1941
1941 - 2407.PDF
and AIRCRAFT ENGINEER FIRST AERONAUTICAL WEEKLY IN THE WORLD •• FOUNDED IQO9 Editor C. M. POULSEN Managing Editor G. GEOFFREY SMITH Chief Photographer JOHN YOXALL Editorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, LONDON, S E.I Telegrams : Truditur, Sedistt London. Telephone : Waterloo 3333 (35 lines). 8-10. CORPORATION ST., COVENTRY. Telegrams : Autocar, Coventry. Telephone: Coventry 5210. GUILDHALL BUILDINGS, NAVIGATION ST., BIRMINGHAM, 2. Telegrams: Authoress, Birmingham. Telephone: Midland 29 7 1 (5 lines). 260. DEAN5GATE. MANCHESTER. 3. Telegrams: Iliffe, Manchester. Telephone; Blackfrlars 4412. 26 B. RENFIELD ST., GLASGOW, C. 2. Telegrams : Iliffe, Glasgow. Telephone: Central 4857, SUBSCRIPTION Home and Abroad : Year, £3 10. 6 months, O 10 6. 3 months, 15s. 3d. RATES: Registered at the G.P.O. as a Newspaper. No. 1712. Vol. XL OCTOBER 16th, 1941. Thursdays, One Shilling. The Outlooks Seaplane Fighters?I IFTING of the official ban on reference to the use of catapulted fighters in connection with the pro- tection of shipping in the Atlantic affords an opportunity to speculate on the subject of possible developments. No official statement has been made as to the type of fighter used, but journals on the other side of the Atlantic began to publish statements several months ago to the effect that Hurricanes were being used in this way. It does not greatly matter, in examining the general problem, whether that is correct or not; we have only two single-seater types that could be involved. It is to be assumed that provision must be made for considerable duration, as contact with the enemy may not be made at once, and the engagement itself may last some time. The fighters, therefore, probably have external tanks. If they are lucky enough to spot a German aircraft, they give battle, and if possible return afterwards to the vicinity of the ship from which they were launched, or, if that is not possible, to the nearest vessel in sight. The pilot makes the best ' land- ing" he can, and is picked up, but obviously the fighter aircraft itself is lost in many cases. If the fighter has brought down a large four-engined aeroplane, the exchange may be considered well worth while, but there must be many blanks drawn in such an uncertain game. Although it is probably true to say that we have a more than ample supply of fighter air- craft, it cannot be very healthy for the pilot, in Atlantic mid-winter, for example, to sit about in his dinghy in wet clothes for long periods. In home waters tne dis- tances are not so great, and the rescue boats and other life-saving aids may be expected to be on the scene fairly quickly. But in the Atlantic it does seem worth while studying the possibilities of using seaplanes. The first objection to be raised will obviously be that the performance of the fighter will be ruined. The drag would certainly be increased, but, on the other hand, it seems likely that the fighters used for the Atlantic convoy work are fitted with long-range tanks. These must of necessity be carried externally, and will, therefore, add a certain amount of drag. The difference between the drag of a pair of floats and a pair of tanks might not be too great, and it should be jorne in mind that the floats need not be designed for take-off but solely for alighting. The chances of taking off a machine of the size of a Hurricane would probably be small in any case. Fairly small floats, with a pronounced vee bottom to reduce the shock of alighting, and having no step, would probably suffice. The extra petrol could be carried in the floats, as was done with our Schneider Trophy Super- marines. A good many fighters might be saved by such means, and, more important still, the pilots might be saved a wetting. It might be argued that the external tanks, if nearly empty, would provide a good deal of reserve buoyancy, but although they miglu keep the aircraft afloat, water would enter both the cockpit and the engine compartment. The German Drive in Russia IT is difficult to comment in a weekly paper aboutan event like the great German drive in Russia,because anything written may be upset by later hap- penings. When the Germans mass for a great effort they nearly always score an initial success, and that has happened in the present instance. It likewise happened
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