FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1944
1944 - 1442.PDF
s» FLIGHT JULY 13TH, 1944 CORRESPONDENCE The Editoy 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. ANGLES OF BANK What Factors Determine It ? I HAVE seen it stated that any two differing types of aircraft carrying out the same rate of turn at the same airspeed will both require the same angle of bank in an accurate turn. Further to this was added that weight did not affect the angle of bank, i.e., although the wing loading was altered by bomb load, etc., the angle of bank for a given rate of turn and air speed would not vary. If the above statements are correct, can any reader give the supporting theory?' "BANKRUPT." R.A.F.V.R. CLUB Suggestion for Deferred Aircrew THERE must be many young R.A.F.V.R. fellows on a long period of deferment for aircrew training who would appre ciate the formation of a club to bring them into closer contact with each other and the R.A.F. I feel sure that a club of this kind, organised by the aircrew for the aircrew, has tremendous possibilities, and can but be beneficial both to its members and the R.A.F. Will all those interested and able to assist in organising the club kindly write to me at the Technical Staff Mess, R.A.E., Farnborough, Hants.? C. SMITH. 1 , THE AIR TORPEDO Doppter Effect on Exhaust Noise PEOPLE living in the area known hitherto as " Southern England '' who have heard an air torpedo pass over them often say: " As it flew over me, it was just petering out—there was a distinct slowing down of the engine." They have failed to realise that this is merely an acoustic impression known as the Doppler effect. To explain: Let us assume, using round figures, that the A.T. travels at 360 m.p.h., or 1 mile in 10 seconds, and sound at 1 mile in 5 seconds, and that the propulsive unit emits 60 audible beats per second. ^..J. Imile • i 1 mile •_ ^^ A -« 10 sees. >- B «- - --10 sees. s- C < 5 sees. > < 5 sees. > Sound AC = Path of bomb B = Observer Listening to the approaching torpedo, the observer will hear it, when it is 1 mile away at A, 5 seconds later (because it takes approximately that time for sound to travel 1 mile). In travel ling from A to B (10 seconds) the bomb will have emitted 600 beats, but these are heard in 5 seconds, i.e., as • = 120 beats per second. After it has passed point B the beats will continue to be heard for 15 seconds (time required for bomb to travel from B to C = 10 seconds + 5 seconds for sound at C to reach observer at B). But the beats will how be heard as = 40 beats per second. J5 So when the note of the Air Torpedo falls you can heave a sigh of relief—it has passed you by ! S. V. APPLEBY. FIGHTERS IN FRANCE Time the Facts were Published MAY I be allowed to endorse all that E. C. Ferguson has stated (Flight, June 29th) with regard to Air Component and Advanced Air Striking Force ? I also noted the mistake in the original letter. As father of one of the men who fought with "73," who has since lost his life, may I ask when we are going to receive an official report as to the work of the A.A.S.F. and Air Com ponent ? We have had no official news from the Government, and can only refer to the three publications which were pub lished by correspondents in France. I note in the most recent issue of "Fighter Pilot" that the names are still omitted, and the photograph of "73" shows a "Sergt. Pilot" and certain officers who are ^mentioned by nicknames, as ,was Jhe case when correspondence was published in your paper regard ing this. Considering that all the men shown in the photograph have, I understand, now given their lives for their country, there can be no reason why full details should not be given. From what I have learnt from many men who were on the spot, I feel sure that when the facts are finally published the people of this country will realise that the '' Battle of Britain'' was largely won in the early stages in France by men who learnt their tactics by engaging the enemy over occupied territory. I also ask Flight to take this matter up, as it Cannot possibly do the enemy any good to publish the facts after four years of war. PATER THE FUTURE OF CIVIL AVIATION The Case Against the Railway Companies SURELY there is another side to the '' reminders '' mentioned in the article on "The Case for the Railways," by Mr. J. Elliot, published in Flight of June 22nd. I feel it is essential for us all to face up to several very pertinent questions. Where is this country going ? What are we really driving at ? What do we all really want ? Let us be quite clear about the present^ trends. Do we want a " Woolworth " service for everything ? ^ Does the specialist, the expert, have no service to offer ? Does the big store which sells everything give the public the best of everything ? What would be thought of the banks if they started a publicity campaign to capture the insurance business of the country, the stock and share business, the building society business, yes, and all the other money activities (they are all branches of finance) ? Yet the railways have admittedly set themselves to under take and control, if possible, all forms of transport on road, rail, sea, atid in the air. I say "control,^ because how else can this monopolistic intention be interpreted ? Who, any way, is to benefit—the public, the employees, or the "con trollers '' ? No, we must call a halt at once and without hesitation. The public is only going to know if it is getting the best service when the various means of transport are free to develop each in their own way, unrestricted by the others. At the same (&. time, in order that wasteful and uneconomic overlapping be kept in check, we need a reasonable, enlightened national plan covering all transport facilities which would be issued by the Ministry of Transport. This is the proper place for it to come from, and then it can be controlled by Parliament, which is, or should be, responsible for watching the public interest in a truly democratic country. Or is this no longer to be the case ? Who are the railways, or shipping companies lor that matter, to usurp this prerogative and decide how the public shall be served best ? Even the United States, where "big business" and mono polies have thrived, has vetoed the tie-up of the shipping and air lines. Are we going to be less alert in organising our public services ? If we view the whole matter in clear perspective, it can be seen that the railways and shipping lines will have enough fully to occupy all their resources and all their enterprise, of which we hear so much, for the next 20 years or more to bring their own particular services up to the highest levels of efficiency and public service, which we are entitled *to expect, without diverting into the air also. 'Ask anyone who has been employed by the railways and shipping companies, and it will be realised that the "great achievements '' of these organisations .have not always been attained with the greatest regard for the interests of those whom they have employed. Only during this war has the position of the merchant seamen been radically improved. Many of those who are now in the flying services and who are looking forward to a career in civil aviation after the war want some control over their own destiny, and do not view happily becoming railway employees or joining " the merchant navy of the air." As specialists they want to specialise in giving the public the finest public air service, just as they have devoted themselves in war to serving the national rather than sectional interests. There is every reason, moreover, with this spirit for expecting our air services to become one of our 0 greatest national post-war achievements. GEOFFREY COOPER. (Flight Lieutenant, A.A.F.)
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
