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Aviation History
1944
1944 - 1296.PDF
674 FLIGHT JUXE 22ND- x944 CORRESPONDENCE *•• The Editor does no! hold himself responsible for the views expressed by correspondents. The names and addresses of the writers, not necessarily for publication, mast in all cases accompany letters. TECHNICAL TRAINING Post-war Use for R.A.F, Varsity Course MIGHT I suggest that, after the war, the R.A.F.'s Univer sity Entrance Scheme (or preferably a civil version) be retained. This six months' course is very popular, and if something like it was available after the war it would do much to help along aviation aud could perhaps be combined with desirable general education. A full university education is never likely to be available to many people, but many of its advantages can be had from courses such as the R.A.F. started. It could be called, say, the "Empire University Air Scheme," and all universities could have a group affiliated to them. Subjects such as the principles of flight, navigation, meteorology, wireless, elementary aeronautical engineering, administration, etc., could be available according to the indi vidual requirements of the student. In the main, however, no attempt would be made to specialise in such a course. A knowledge of these subjects would be invaluable to prospective pilots, air crews, engineers, designers, control executives, and, indeed, anyone who was making a career in aviation. Previously it has been emphasised that in many cases in aviation there was too much specialisation. Such a course would do much to prevent this and better co-ordination would be'the result. Perhaps readers have something to say on the subject? J. H. As a matter of fact, the lotor head of the Correspondence Mail Plane is lubricated by a very ingenious system. The oil is not pushed around its course, but sucked so that the actual pressure in the system is below that of the surrounding atmo sphere. By this method no oil can ever escape from the system and, in addition, the oil is automatically cooled by the air which is continually rushing into the system at all the points of leakage. BRADBURY. THE FAIREY BARRACUDA First Deck Landings I WOULD be grateful if you would allow me to make a correction to a statement in Flight, Aprfl 20th, 1944, on the subject of the Barracuda. I mentioned in that article that Lt. Cdr. Torrens-Spence, D.S.O., D.S.C., R.N., made the urs^ deck landings with the Barracuda; but in fact these were made> by Lt. Cdr. James Tillard on May 18th, 1941. The original landings were made in the prototype which went back to the constructors for alterations, including the major alteration of stepping up the tail. It was with the "tail-up" Barracuda that the first production type Barracuda landings were made on September 25th, 1942, by Lt. Cdr. Torrens-Spence. B. J. HURREN. THE "MAIL" PLANE Negative Oil Pressure W I-E are deeply moved by " ZQ's " criticism of the Corre-'" spondence Mail Plane. Who < 1 does he think he is? Coming along with his castor oil and inverted bottles and stiff axles and things, and saying he's a medical student and ZQ and all the rest! Seems like a fellow can't even design a helicopter these days without some busy medical type busting in and saying he can foresee difficulties and suggesting inverted bottles of castor oil—nice old waste of oil that would be! All very well in a surgery no doubt, but there's no end of a difference between a surgery and a rotor head—especially when it comes to vertical descent and ground effect. JET PROPULSION FOR AIRCRAFT Operation in Heavy Rain ONE point about this method of propelling aircraft has intrigued me for some time past, namely, the effect on the plant when operating in heavy rain. Owing to the large volume of air consumed, does the amount of water it contains in the form of rain have a cooling effect great enough to decrease expansion and thus ejection velocity, or is sufficient heat generated to absorb the water as steam without loss of expansion? Also, if steam is present in the system, does it improve the efficiency of the turbine b5' producing a denser gas, or does the increased load of the air compressor decrease r.p.m.? Maybe there are some readers who can shed a little light upon this aspect of the jet plant, if they will oblige. K. V. P. LOCKHEED LIGHTNING (Continued trown page 670) In the centre-section of the wing a forward spar of simple I-beam construction is fitted, along the front face of which are carried numerous pipe lines for engine instruments, electrical services, etc. As may be seen from the cut-away drawing, the wing surfaces, top and bottom, are carried on transverse corru gated sheets, to the crowns of which the skin is riveted. These corrugations extend to the aileron on the lower wing surface, but about three feet, in diminishing lengths, on the upper surface. The corrugations are attached to built- up ribs running between the spars, but where the corruga tions finish the outer panels are of pressed sheet ribs, with vertical dimpling for rigidity, over which run stringers to which the skin is riveted. A similar construction obtains behind the rear spar inboard of the ailerons. The lead ing edges of the outer panels are made up of single-piece corrugated pressed sheet, the skin being stretched over the corrugations but not riveted to them. The leading edge skin is in upper and lower halves joined along their length at the leading-edge line by a piano-wire hinge ; a length of fabric is then doped over the joint. The interior of the leading-edge is wholly occupied by a self-sealing fuel tank in each outer wing panel. The ailerons are of normal rib, stringer and skin con struction, but the method of attachment to the wing is most unusual. The hinge is a continuous piano-wiri£ type along the length of the top leading-edge, and aiT"~ extension fairing piece on the bottom leading-edge allows full and efficient shrouding throughout the full aileron travel. The fuel system on the P.38 is well conceived, and con sists of port and starboard main tanks housed between the main and rear spars in the centre section; port and star board reserve tanks forward of the main spar in the centre section; the wing leading-edge tanks; a surge tank in the fuselage behind the main spar into which the main and reserve tanks feed >for distribution to • each engine ; and, lastly, the optional use of drop tanks carried on stream lined shackles beneath the centre section, between fuselage and booms. Electrical booster pumps are housed beneath the surge tank and are cut-in for take-off and high- altitude operation, but normally fuel is delivered by engine- driven pumps. The leading-edge tanks have their own booster pumps, as their fuel is fed direct to the engines without first passing through the surge tank. From the pilot's view the Lightning is a pretty good aircraft. Take-off and landing are incredibly smooth due to the combination of handed airscrews and tricycle land ing gear, whilst the flap effect for landing is balanced ?rl not at all uneven. C. B. B.-W^
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