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Aviation History
1942
1942 - 2173.PDF
OCTOBER 15TH, 1942 f j_ / CORRESPONDENCE /this odd business with wheels and sticks could be done jv without, as actually the only control needed with his machine was a simple steering wheel; ther rest of things could be re garded more in the light of gear levers—car fashion—for climb and descent, and were certainly not required to keep things right side up. In this comparison, however, it must be admitted that the Dunne was possessed of an extraordinary degree of inherent stability, whereas the Wright in its original term was the most unstable thing ever to take the air. The present-day form of control, in all essentials, is the same as that employed by Esnault-Pelterie and Bleriot and to a certain extent Voisin. It has not survived merely as a survival of other days, but because it is eminently suited to its job. Some wonderfully docile aircraft exist nowadays which would not be unduly perturbed if deprived of their rudder control, but while we find it desirable to fit rudders, some means must be provided to operate them. For this purpose what is better than a pair of ordinary feet and a rudder-bar ? The job is simple, and, after all, one does not steer to inches with an aircraft as with a car, -but a far more precise degree of control is needed at the handwheel or control column in the lore and aft sense, as in the case of landing. Therefore it would seem that the less there is to twist and juggle with at this end of the job the better, particularly as it is, in the main, a one-hand job. Ty give wine idea of how really well off the present-day pilot in in the matter of controls, I would like to see a historical ^u- survey, illustrating the "stepping stones." given in the pages """? of Flight. It might be concluded that, after all, the much- maligned rudder-bar is a very neat and simple sort of tool! S. H. BOSTOCK. FUEL CONSERVATION Another Idea for Utilising h.p. Output I have been very interested in recent correspondence pub lished in Flight regarding the utilisation of power developed bv aero engines on test. I agree that the simplest method would be to couple the engine to a d.c. generator and use the latter to charge a set of batteries. However, I would point out that 1,000 to 1,500 h.p. would require some dissipation via batteries. Furthermore, most power equipment in factories to-day is of the a.c. type, which, unfortunately, would rule out the use of the stored energy. My suggestion is that the test plant drive a 3-phase alter nator of suitable k.v.a., speed, and voltage in order that it may work in parallel with the electric power supply already feeding the factory. This would greatly augment things, especially at peak loads. A. j. TWITCHETT. Rugby. ASTRO-NAVIGATION Speedy Method Without Costly Instruments W OULD that I were familiar with the interesting instru ments mentioned by Captain Loraine. However, in so •» far as they affect the matter under discussion I dare to guess that they are expensive, delicate and heavy compared with the Star Chart which once engraved can be printed by, and for, the million and is therefore more possible for most of us. The method set out not only avoids the use of such costly instruments, but is, I believe, the speediest of all general methods of finding a position. The chart can be drawn to any scale so that the accuracy of the determinations need only be that of the observations. Although essentially laudator temporis acli, I see no use in trying to evade the fact that Grandpa's mathematical methods are bound to be used less and less, are, in fact, being used less and less by navigators. They cost too much in time and risk of error to be used except in emergencies. As for Hour Angle, I had to modify its meaning or use, say, Negative Right Ascension—and Trigonometer for Clock! To find position is one problem. We solve it by the- simplest and shortest known method. To fii*d Greenwich tune is a problem apart. If the navigator, instead of using Hi the simple method, works out his position from the almanac, jt '!'s G.M.T. must be as accurate as possible. He needs a chronometer. If the simple method is used, his G.M.T., if minted at all, can be got from an ordinary watch. If he insists upon greater precision he mast carry a chronometer. i-ven so, as speed is so important it is ridiculous to contend 'hat he might just as well find his position by the slow means G HT 4=3 of long and complicated sums with their attendant risk error, instead of taking the short cut. Surelv take the bridge over the river rather than the long road round. G.M.T. is not a factor. All the position lines upon the Star Charts are plotted without reference to G.M.T. Ai they no good! Better still, let Captain l.orame stand in bis garden and by our method find Ids position. An hour late; do it again. He will still be there! Clearly, then, it is not true that "It is no good plotting anv position line oi am sort unless G.M.T. is put against it." I am humbled, not by this verv gallant officer's criticism, but by his splendid performance With the Clyde <>! which I have just read in Flight, A. L. MIEVIELK. A HOME AIR GUARD For Liaison With the R.A.F. M R. G. R. BRAXDRl.ni'S letter in the issue of September 1 ;th on the subject of the Home Air Guard is of definite interest, and f consider that something of the sort should be formed immediately. I put a suggestion for a similar body up to the War Office on February 5th last. The suggestion was dulv "noted,' and apart from that nothing further has transpireil. My original suggestion was for a corps of air officers and men to be formed for liaison between the Home Guard and R.A.F., to act in the same way with the Home Guard for Army Co-operation work as the Army Co-operation Squadrons do with the Regular Army, and to' assist in the defence Ol stations as do the R.A.F. Regiment, etc. The older types of aircraft could be used for the training and general work, and in the event of an invasion attempt even an old biplane- armed with a few machine guns could make a mess of parachute troops landing, gliders and other forms of slower transport. For officers to man the proposed corps I would suggest that these be drawn from A.T.C. officers and the Home Guard. Apart from a few schoolteachers, the majority of the A.T.C. officers are either ex-pilots and observers of the last war, or have some special technical qualification which would fit them for this work. Short training courses could be arranged to permit suitable candidates to qualify again for their "wings," and it should not be very difficult to arrange for the necessary co-operation from the Air Ministry in this respect. GEO. L. COOPER, B.SC. THE TORPEDO BOMBER Another Suggested Specification I READ with interest the article on torpedo aircraft (Flight. September 17th), and I would like to submit my views on this form of aircraft. Here are what I think should be its chie! characteristics:— (1) To carry two 2iin. torpedoes. (2) To have a total of over 4,000 horse-power. (3) To have a landing speed of 80-90 m.p.h., to have fairh- small wing area (400-500 sq. ft.), and so give it a top speed of 350-400 m.p.h. (4) No defensive armament. (5) Large airscrews to absorb power (three-bladed, 10ft. eliam., variable pitch). (6) Weight loaded, 16,000-20,000 lb. (7) Long range, r,000-2,000 miles, therefore two-way wire less and crew of two or three. (8) Tricycle undercarriage. (9) Fuel carried in wings. (10) I do not know whether the idea of arrowplanes or tail less planes is unsound, but this sort of plane seems to me to be an excellent idea for torpedo aircraft. The arrowplane actually has a larger tailplane area than conventional types, for the tailplane is incorporated in the wing tips. The tin and rudder could be placed at each wing tip, and the backswept wings given slighl dihedral. Also the directional stability of an arrow- plane is greater than in any other form of aircraft. 'I he elevators could be used as ailerons. R. HUDSON. Back Numbers Wanted PAPER shortage has been responsible for readers sometimes missing their copies of Flight. Other and more fortunate readers will be rendering a servi:e to them by parting with such copies when they have finished with them and sending them to this office. The following are required: "S.I.," August 6th, 1942; "F.W.B.," August 13th, 1942; "A.J.C.," September 3rd, 1942.
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