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Aviation History
1944
1944 - 1645.PDF
AUGUST I0TH, I944 FLIGHT 151 POST-WAR PRIVATE AIRCRAFT >-—• search into the manufacturers' archives to discover com ponents in which advantage had been taken of the con cessions. A brief summary of probable types available suggests that there are two American machines likely to find part of the market. These are the Fairchild Argus and the Piper Cub. The first has been used in numbers by A.T.A. for some time, and is by now well modified to British requirements. The difficulty of obtaining engine spares could be overcome by fitting a Gipsy in place of the present engine; the author has, in fact, carried out some pre liminary work on this project. The Piper Cub should assist many who require very cheap and occasional flying, but the fact that it is non-aerobatic would detract from its appeal. The available British types should prove basically satis factory for the majority of purposes to which they will be applied. The Tiger Moth, Magister, and Auster are already proven as excellent trainers, and clubs should require no great refinement to the general layout of these three types. A de luxe Auster with the present rear vision feature re- * tained would provide a handy little touring aircraft for those requiring something more than the strictly utilitarian finish of the average trainer cockpit. In the larger class the Dominie is easily convertible The B-29 (Concluded from page 145) because of its size and shape, for these structural tests of the B-29. Tail surfaces were tested first and other structures followed. In tests of the wings after they were installed on the fuselage section, it was necessary to apply more than 300,000 pounds of pressure to these surfaces. A com plicated system of hydraulic jacks saved a tremendous amount of labour and provided more accurate application of loads. A major test of the complete airframe was the drop test. The Army stipulated that the aircraft must withstand a free drop of 27m. The big bomber, with weight inside to simulate full equipment, bomb, fuel, crew and ammuni tion load, was raised 27m. from the floor and then dropped. The Superfortress went through two of these drops, one in a horizontal position and one in an inclined position. In another test, different sections of a B-29 were riddled by 20 mm. cannon shells and machine-gun bullets to deter mine the ability of the bomber to withstand gunfire. The first XB-29 was given its maiden flight on September 21st, soaring into the air with the late Edmund T. Allen, Boeing director of flight and aerodynamics, at the controls. Wellwood E. Beall, vice-president in charge of engineer ing, telegraphed simply but enthusiastically in his progress report to Washington, D.C., that night: — "Eddie Allen reports that we have an excellent air plane." This was the start of a long and arduous test-flight pro gramme which expanded as the B-29 production pro gramme expanded. It was a case of ironing out every possible "bug" before the bomber went into action, for there was no time to wait for the results of battle experi ence. Only flight tests can give the final answers to many ques tions raised by the designers. Moreover, the B-29 included many items of equipment never previously used, which had to be proved in flight. Allen evolved an order of tests for both the stripped aircraft and the completely equipped machine. He listed items to be tested and how the tests were to be run. .^That programme, with additions, is still being carried out. Instrumentation plays a great part in test flights. Manometers register pressures in air ducts and over wings. Potentiometers record temperatures at numerous points back to its pre-war role without difficulty, the only altera tion being the internal furnishings. The Ansons and Oxfords will require a larger amount of work to bring them.into line. The removal of all military items of equip ment makes the interior of the Anson very suitable for light cargo and ferrying on such as the Isle "of Wight and Bristol Channel services, where the '' greenhouse'' windows would appeal to passengers who, in most cases, would be new to air travel. The cabin of the Oxford3 does not lend itself at present to a particularly attractive seating arrangement, due to the top skin of the centre section being continuous. To surmount this difficulty it w£nm be necessary to skin the bottom of the centre section and remove the top skin in the cabin. The resulting well would then be suitable for the fitting of seats in addition to seats aft of the rear spar. For the private owner or light taxi service the Proctor will, of course, prove invaluable in that it is a cabin air craft. With peacetime fittings and upholstery it should prove a satisfactory interim aircraft for the grande tourisme type of flying which appeals to the more expensively- minded private owner or club member. From the foregoing it is apparent that the post-war private aviator will find much in the way of types to satisfy him. These types, however, can do no more Jfcm provide for a short period of years until the new types are forthcoming. These types should be produced as quickly as possible, since other countries will not say " After you, Claude," with overseas markets. through the power plants. Flowmeters show flow of fuel. A photo recorder makes a record of instrument data. While instrumentation is important and essential in flight testing, it is secondary to the human element—the test pilots, the flight engineers and other trained technicians who make the flights. Each is dependent upon the other and a proper correlation between the two is imperative. Boeing had a highly developed Flight Test and Aero dynamic Research Unit with such a correlation when -the flight test programme for the B-29 started under Allen's direction. Testing was pushed as rapidly as possible but never was speed placed paramount to thoroughness or accuracy. In a flight-test policy given to pilots and flight engineers, Allen said: — '' Patience is one of the prime requisites of a good flight- test pilot or engineer. Some of the less experienced persons engaged in flight test work find it difficult to under stand why such pains are required. They feel it should be* quite possible to go out and get data with much less bother." This patience in Boeing flight testing of the B-29 has been carried through from the very start. The test pro gramme continues to-day with Allen's creed still the watchword. SPIDER'S STING : This latest picture of the Northrop (P-61) Black Widow night fighter shows the armament mounted on the belly. Other guns are probably fitted in the nose.
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