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Aviation History
1942
1942 - 1903.PDF
SEPTEMBER IOTH, 1942 FLIGHT 287 RELATIVITY—II much more difficult than approaching a buoy with a boat in a strong tide. Returning to the duties of the flight engineer, this worthy js a great deal more important on operational flights, wheTT""" enemy Ack-Ack gunners, who might aim at a particular he may have to deal with rather more than the natural hydraulic or fuel line on a particular type. system when all engines must be fed from one fuel pump and from different tanks in turn. Think how much more useful he is when the natural accidents to which all mechanical contraptions are prone may be increased by the unnatural tempers of the enemy and his shot and shell. (I confess to the sin of having mixed up several aircraft types in order that nothing shall be given away to the cussedness of all mechanical contrivances—and particu larly those concerned with what are known as ancillary services. During a peaceful passage over this country, the hydraulic pump may pack up or the generator refuse to generate in the ordinary course of events. The flight engineer knows exactly which taps to turn on in order to bring the auxiliary hydraulic system into action ; he knows exactly how the final undercarriage emergency system works; and he knows how to deal with a complicated fuel—-" But whenever I think of complications in the modern long-range bomber or freighter, and feel sympathy for a flight engineer. I remember the Dornier Do.X "and its twelve (or eight or sixteen?) comparatively unreliable engines stuck up on struts above the wing, each with its petrol, control and instrument leads. Dr. Dornier was cer tainly ambitious. What a sitter it would have been even for its contemporary Siskin or Bulldog. INDICATOR. t:ATA-FIGHTER'S BIRTHDAY Merchant Ship Fighter Units Defeat the Long-range Bomber : Cc-operation Between Services c ATA-FIGHTERS," the aircraft launched from merchant ships to combat enemy air raiders at sea, have celebrated their first birthday by shoot ing down a Heinkel and a Junkers, and winging three other enemy aircraft which tried to attack our ships. These aircraft, which protect" convoys, belong to an organisation known as M.S.F.U. (Merchant Ship Fighter Unit), and are launched from merchantmen of a convoy which are known as CAM ships, because of their equip ment for housing and launching the fighters. For a year CAM ships have proved their worth as the cheapest and most successful form of insurance against attack by long- range bombers at sea. Now they have made a name for themselves by fighting successfully against great odds in the protection of convoys on the Murmansk route. Twelve month ago ships were being lost as a result of long-range attacks by Focke-Wulf Condor or Kurier air craft. Since CAM ships went into service not one merchant ship has been lost from long-range bombing on normal ocean routes when a CAM ship has been in the convoy. The story of M.S.F.U. is a fine example of brilliant improvisa tion and successful co-operation be tween three Services, the R.N., R.A.F. and Merchant Navy. Vf The idea of catapulting aircraft from merchant ships was Mr. Churchill's, although the Navy had been catapult ing aircraft from warships for years. In the last twelve months M.S.F.U. has grown from a dangerous novelty in the hands of a half a dozen tough "Battle of Britain" fighter pilots, volunteers as an "Atlantic Suicide Squad," and working with a small group of naval catapult experts, into a highly specialised independent fight ing- unit, with pools of pilots in Canada and Russia, flying specially strengthened Hurricane fighter aircraft from a substantial fleet of CAM ships. The Navy provides Fighter Direc tion Officers, the catapult and torpedo- men for its maintenance, and signal ratings. The R.A.F. provides pilots and ground crews and supplies the air craft ; the Merchant Navy provides the ship and the men. The alarm is given. The Fighter Direction Officer has identified the air craft and the Master of the ship decides to carry out an attack. The Chief Officer has gone for'ard to an armoured compartment beside the runway. Fire hoses are rigged on deck. The Master alters course as necessary and keeps her steady. In the aircraft the pilot holds one hand above his head through the open cockpit, to show that all is ready—engine full out, flaps at opera tional angle, correct rudder on. His head is resting against a special cushion, his other elbow is jammed against his side to prevent his hand being jolted- off the control column. He drops his raised arm. The Chief Officer " makes ' a switch at a signal from the bridge. There is a roar, and the aircraft and its cradle hurtle down the runway. Within seventy feet it has reached a speed of 75 miles an hour. When the cradle hits the hydraulic buffers at the forward end of the runway, the aircraft is airborne. When his petrol is exhausted he signals the nearest escort vessel and bales out half a mile ahead. The average time taken to pick him up is between four and six minutes. •
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