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Aviation History
1943
1943 - 0788.PDF
FLIGHT MARCH 2JTH, 1943 CORRESPONDENCE The Editor does not hold himself responsible for the views expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. BEST TYPES OF AIRCRAFT Barracuda's Unknown Virtues JM the March 4th issue of Flight your correspondent "Ex-R.F.C." gives 'his choice of the best military aircraft in each of numerous specialised classes. The first point is how does he know that the Fairey Barra- cuda is the world's best naval torpedo bomber ? Surely he is basing his "knowledge" on recent Press reports, as it is still an untried type—at least as far as the general public are concerned. I would suggest substituting the Douglas Devastator (TBD-i) or the Grumman Avenger (TBF-i) which the Japanese Navy have reason to believe are good aircraft. Secondly, I would substitute the Bristol Beaufort for the Handley Page Hampden (or even the Wellington) as a land- based torpedo-bomber. It is difficult to say -whether the North American Mitchell (B-25) is superior to the Martin Marauder (B-26) or to the Lockheed-Vega Ventura (B-34), as they are all excellent medium bombers, with exceedingly good defensive armament. "R.N.V.R. (A.)." Interceptor or Single-seater Fighter ? IN your issue dated March 4th, "Ex-R.F.C." has tabulated alist of what he considers the leading aircraft in each category, and asks: '' What do your readers think of my selections ? '' I agree with him except in three cases. Here they are: (a) The difference between a single-seater fighter and an interceptor. The Hawker Typhoon is a single-seater fighter and is produced to supersede in fighting duties the Spitfire and Hurricane as they, in their turn, superseded the Hawker Fury. I therefore consider the top category, " single-seater fighter," should be omitted. (b) This is the claim that inspired me to write this letter. The Mitchell is hardly even comparable with the Domier Do 217F, particularly in armament and also in performance. As regards armament, the Mitchell appears to be very in- adequately equipped. The Douglas Boston III has a better performance and a very much better armament than the Mitchell. (c) Surely the Seafire and the Sea Hurricane are very much better in every way than the Vought-Sikorsky Corsair, the maximum speed of which is reported to be only 370 m.p.h., and the weight must be comparable with that of the Republic Thunderbolt (13,000 lb.)> I am convinced that the Seafire is far superior in every way as a fighting aircraft, not only in armament and speed, but, probably even more important, it is easy to fly and therefore easy to fight in. I would like to see '' Lancaster II'' as the heavy bomber, as I consider the Stirling superior to the Lancaster I. G. E. D. ROSS. TRAINING THE AIRCRAFT ENGINEER Varsity Students " Brought Up on Steam " I HAVE just been reading an article by Capt. J. L. Pritchardon "Training the Aircraft Engineer" in the March nth issue of Flight. The secretary of the Royal Aeronautical Society makes the following points with which, as a university student, I heartily agree. • ... a boy who wishes to be a designer . . . would be trained in all workshop processes and methods concurrently with being taught the fundamental theon- of engineering. On the highest rung he will have gone to the university and would get his B.Sc. During the whole of his training he would have theory and practice side by side. " At the university ... I see no reason why practical con- struction, design and research, as put forward by the industry, should not be carried out on behalf of the industry as a whole. During the whole of his training to be ari aircraft engineer the trainee would live in the atmosphere of his future job." Since the universities of this country have no special pro- visions for aeronautical engineering training, and since our work is largely academic, it is not a little disturbing to contemplate just.how competent we are going to be when we have taken our B.Sc. and start out on aeronautical engineering as a career. The war makes it essential that on leaving a university and entering into industry or the Armed Forces in a technical capa- city the student should be fully acquainted with the atmosphereof his job and have a sound knowledge of the men and machines with which he will work. For the student who wishes to design or build aircraft whenhe has left his training here it is somewhat ridiculous that lip should be brought up on steam engines, surveying and othersubjects which, although useful in themselves, "are apt to dis- courage him when he thinks of those who have closer contactwith aircraft—in the factories, for example. A general, educa- tion in all branches of engineering is useful, but why is aviationso sadJy neglected? A further point. I wonder why Capt. Pritchard mentions the question of whether a boy of 'sixteen would be sure 'of the type of career he wished to "take up ? As far as aviation is concerned, whether it is flying or engineering, interest is usually- excited at an earlier age. From my own experience I can say that I started making models at the age of thirteen. I began to take an interest in aviation itself soon afterwards and, despite a remark on nav school report at the age of fourteen, "overmuch aircraft at present," my enthusiasm for flying machines steadily in- creased. At school my interests were discouraged (the com- ment on my fourth form report inferred that I was suffering from a boyish craze), and when I entered this university I found the fascinating subject of aeronautical engineering almost entirely neglected. I have these suggestions to make: (1) Aeronautic^, as the most important and attractive branch of engineering, should be introduced into the universitv syllabus. (2) We should have more opportunities to study the practical side of our future job. (3) Aviation should be introduced (as a branch of maths., history, art, etc.) in schools by encouraging aero modelling, studying the development of aircraft, and using simple examples of theory of flight in the higher certificate applied maths, syllabus. It is good to know that the education of the aircraft engineer is receiving the attention of the aircraft world through the medium of your journal. Let's hope something will be done— soon. . S. \Y. G. Little Encouragement for Good Scheme I READ with interest the article by Capt. J. LaurencePritchard, in your issue of March nth, on "Training the Aircraft Engineer." About 1934 the University College, Hull, in conjunction with the Municipal Technical College and Blackburn Aircraft, Ltd., made available a diploma course in aeronautics. The conditions for the award of the diploma are as follows: (1) The student must have spent two. years in the workshops of an approved aircraft constructor. (2) He must pass the intermediate and final examinations of a full-time day course in aircraft engineering, which extends over a further two years. During these two years the student roughly divides his time between the University College and the Technical College. At the Technical College he attends lectures on Theory of Machines, Heat Engines, Aircraft Design, Hydraulics, Strength of Materials, etc., and he is also able to carry out wind tunnel and mechanical tests in the laboratories. At the University College, lectures are given on Mathematics (pure and applied), fluid Motion, Physics, Elasticity, etc. (3) The student must,spend not less than nine months in the drawing office of an approved firm of aircraft constructors. Blackburn Aircraft have generously made a practice of giving financial assistance to four of their most promising apprentices each year so that they may attend the University College for the two-year period. It is a condition that before beginning the University College course the student apprentice shall have been awarded the Ordinary National Certificate in Mechanical Engineering, which he normally covers by evening classes during his period in the workshops. Actually, it has been found in practice that a majority of students have also passed an examination of general education such as matriculation, though this is not considered essential. The Diploma 111 Aeronautics Course seems to me to be a very good start towards the ideal system of aircraft engineering education, as proposed by Capt. Pritchard. However, it has received very little encouragement to date, and only the rare
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