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Aviation History
1943
1943 - 0787.PDF
MARCH 25TH, 1943 FLIGHT 317 BRISTOL HYDRAULICS 10 the main relief valve. On the weight of the aircraft being taken by the oleo leg, it telescopes and the rod attached moves upwards and, through the medium of a lever, presses against a spring-loaded plunger in the by-pass valve, which displaces the ball from its seating, thus permitting fluid to pass to the 600 lb. per sq. in. relief valve which, opening at that pressure, passes the fluid to the return line. On the aircraft becoming airborne the oleo leg extends, the by-pass valve becoming inoperative. Pressure will then be relieved at 1,200 lb. per square inch until the selector is placed in the in position. Double Hydraulic Lock The double hydraulic lock prevents any movement of the bomb doors unless hydraulic pressure is applied, such as might occur owing to their weight when closed, or to airflow or to centrifugal force when open. It is situated in the system between the bomb-door control valve- and the bomb-door operating jack. When hydraulic pressure is not applied, two spring-loaded poppet valves prevent dis- placement of oil from the jack, thereby preventing move- ment of the jack piston. (Fig. 10.) Choke Valve To prevent too rapid upward movement of the flaps, necessary for aerodynamic reasons, a choke valve is situ- ated in the return circuit from the flap jack. This is of the ball non-return type. The ball is displaced from its seating by the returning fluid as the flap goes down, but, on the fluid returning in the opposite direction as the flap goes up, the ball is forced on to its seating and the fluid takes a path through a by-pass pipe of small bore, thus restricting the rate of movement. All oil in the system returning to the pump or reservoir TO MAINSUPPLY Fig. 9 (left). The by-passvalve is operated by a rod from the outboard port oleo- leg. Fig. 10 (below). Whenhydraulic pressure is not applied, two spring-loadedpoppet valves prevent dis- placement of oil from thejack. TO BCMS CONTROL TO JACK TO BOMB DOOR ?. CONTROL VAIVF is filtered by itb passage through a fine mesh gauze filter, which is readily accessible for cleaning. The Bristol hydraulic system has proved efficient in use and easy of maintenance, contributing its share to the success of Bristol aircraft in all fields of this war, and, there- fore, to the continuing success of the K.A.F. in its suprem- acy over the enemy. Oil LED Alt'* NEW POST Deputy Chief of Combined Operations Under Lord Louis M.ountbatten IT is not extremely common for a man who has won fame byhis skill as a pilot to attain to high administrative com- mand. Very few record-makers in the Air Force have done so,and so it is particularly notable that Air Vice-Marshal Orlebar, A.F.C., who once established a world's speed record over thethree kilometre course prescribed by the F.A.I., should now be appointed Deputy Chief of Combined Operations. Orlebartwice commanded the R.A.F. High Speed Flight, in 1929 and in rg3i, and though he did not take part himself in eitherSchneider contest, he always personally tested each racing seaplane when it was delivered by the manufacturers to theFlight. His skill as a pilot, however, was always a secondary consideration. He was an idea commander and organiser,who won without eflort the enthusiastic loyalty of the men whom he commanded. He has also graduated at the StaffCollege at Andover, where the doctrines of war are studied and taught, and it may also be remembered that in the formerworld war he served for a while in an infantry regiment. This record, quite apart from his capabilities as a pilot, should makehim a particularly suitable assistant to Vice-Admiral (and Lieut. General and Air Marshal) Lord Louis Mountbatten inorganising the Combined Operations which, we all expect, will play a great part in the coming invasion of the Continent,whether that comes from the north or the south. A DUNCAN DAVIS SIGNAL DUR1XG a war, when old friends and fellow workers are aptto be scattered far and wide, it is always difficult to keep track of everyone. In clubs and at work one may hear oddscraps of news, but these are apt to be scanty and not always too reliable. Capt. Duncan Davis finds that he has lost touchwith many of his old friends and members of the Brooklands, Northamptonshire and South Coast Flying Clubs, 'with whomhe is anxious to re-establish contact. He has asked Flight to tell them that he is staying at the King's Private Hotel, CliftonDrive North, St. Annes-on-Sea, and will be glad to hear from them. GYRO CINECURE FEW pieces of apparatus puzzle the student or pupil morethan the automatic pilot. Realising this, Mr. Vivian Holman, manager of the aeronautical department of the SperryGyroscope Co., Ltd., brought back with him from a recent trip to the United States a series of instructional films pre-pared by the American parent company, mainly for the Ameri- can Forces. These films, some of which were shown to officers of theR.A.F., Fleet Air Arm and others at a ' private showing recently, explain .very clearly not only how the gyro operatesin such instruments as the Sperry Artificial Horizon and the Automatic Pilot, but the adjustments and settings which thepilot has to make in order to make the aircraft execute the desired manoeuvre. Flat turns* banked turns, climbing turnsand spiral descents all come within the scope of the automatic; pilot, and are shown suitably simplified for the beginners forwhom the films are intended. A.T.A. BENEVOLENT FUND Amount acknowledged in last issue (excluding contributions from A.T.A. and B.O.A C.) .... 5,934 18 10 Air Taxis, Ltd 68 17 5 Herbert Terry and Sons, Ltd 64 3 4 G. Geoffrey Smith, M.B.E 5 5 o J. Hesehvood 1 1 o W. Phipps Charnley and Co 1 1 .0 Bristol University Air Squadron, R.A.F 1.0 o Doris Lawson o £6,076 7 7
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