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Aviation History
1943
1943 - 1363.PDF
MAY 27TH, 1943 FLIGHT 549 Singles to Twins A Transition Which Forms a Landmark in the Training of a Pupil : Importance of Cockpit Drill : Engine Synchronisation TO the young R.A.F. cadet now harnessed to a fulland very vigorous pilot's training course, first im-pressions count for a very great deal. No impressions are so indelibly imprinted upon the mind as the first flight in an aircraft, and, later on, the first solo flight after what, in an eager young man's estimation, has been a century in time, but according to the -calendar is but a relatively short period. For practically all instruction in the earlier stages of flying, single-engined machines are used, whether biplanes or monoplanes, because, apart from the fact that such air- craft are cheaper to build in very large numbers and easier to maintain in flying order in the somewhat hectic life of a training unit, a single-engined machine is more simple to fly than a twin, for a variety of reasons. First and foremost, we have the one engine mounted at the front end of the irachine, with the pull of the air- screw passing directly rearwards through the fuselage. The pilot is seated well to the rear, and, being directly in line, fore and aft, with the engine he can easily sight the air- screw .arc, and the general layout is such that the young pupil can sensibly adjust himself to his precise location in the aircraft. During flight be can easily see the wings on either side of the fuselage and their angular relation to the horizon, or the earth below, while the nose of the machine can be readily sighted in relation to the horizon ahead, affording visual facilities which are necessary during the basic training of a pilot. Single-engined Control Secondly, a single engine requires the minimum amount of control on the part of the trainee, being limited to the correct use of the throttle, switches, etc., whilst taxying on the airfield, or when in the air, and as, in any case, the pupil has to be trained to be engine-minded, it is much easier to accomplish this with a single engine than with two. Basic training on Moths and more ad- vanced flying instruc- tion and experience bring the young pilot up to single-engine Harvards and other aircraft of a similar type until he arrives at a stage when the first section in instruc- tion is pupil tinue with engine aircraft for specialised training for lighters, or, alterna- tively, may pass to 1 win-engined aircraft for advanced instruc- tion preparatory to becoming pilots of the bigger aircraft of the bomber or reconnais- sance types. The change from t, ,,,,? ° !• r Side-by-side seating for pupil and instructor is essential for instructionengine machines forms with multi-engine aircraft; hence the wide cockpit on the Airspeed a 1 most a landmark in Oxford. Despite the excellent all-round view from the cockpit, the pupilhas to accommodate himself visually to the lateral restrictions created by the twin engines, nacelles and.wings, after flying single-engined aircraft. f ended. may then The con- single- the cycle sions to of imprcs-the pupil who has been accustomed previously to relatively simple aircraft. The technique of flying, as learnt in the earlier stages, remains unaltered, but the pupil has to orientate himself in a machine which is fundamentally different in several important ways, and he goes through a phase which is almost as memorable as his first flight. Change of Aspect It is not difficult to realise that the first important dif- ference in flying single- or twin-engined machines is that the twin engines introduce an entirely different set of con- ditions to be considered when the machine is handled on the ground or in the air. Not only have the engines to be operated as an integral part of the flying of the machine, but they have also to be nursed together as a pair through the various controls and instruments. The next important change is that, whereas the pilot is seated well behind the engine in a single-engined machine, with a fair amount of the aircraft well within the angle of vision from one wing to the other, tljgfr' pilot in a twin- engined machine is seated in a cockpit in the nose of the fuselage and has-none of the aircraft ahead of him except the windscreen and instrument panels. There is thus littlu of the aircraft on which visual sighting can be done against the horizon or cloud layer, and the pupil taking his first flight, after singles-engine flying, has to readjust his sensory reactions on a more or less new basis. Again, the somewhat violent change in the location of the pilot in the aircraft introduces a. new set of conditions when taxying, as the pilot is raised considerably in the nose of the machine and has to look sideways out of the cockpit to watch his wing tips. On the other hand, the forward view from the cockpit with the aircraft in level flight is enormously improved, and the width of the cock- pit, with its side-by-side seats, gives a sense of greater comfort and roominess. A third factor, which will represent a considerable change-over for the " ' pupil, is that the engine and other, con- trols are in the centre of the cockpit and not on the left-hand side of the pilot. Thus, there is a reversal of duties for each hand of the pilot, and the alteration has to be watched with some care during prelimin- ary instruction in taking-off or landing. During the early period of flying in- struction in the R.A.F., a great deal of ground work is covered on engines and aircraft, and it is all strictly related to the actual flying work done by the pupil at the time. When the , pupil is transferred to, twin-engined aircraft, a period of ground in- struction is given specially for that type D
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