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Aviation History
1946
1946 - 0516.PDF
266 FLIGHT MARCH 14TH, 1946 AN INGENIOUS LIGHT TWIN main undercarriage and nose-wheel mechanism is simpleand ingenious. The nose wheel, incidentally, projects slightly when retracted so" as to form a "rolling" surfaceahead of the keel in undercarriage-up conditions. When down, this wheel is steerable through the aileron controlwheel, with an automatic disengagement of the system when the weight is off the undercarriage, or when theengines have been stopped. It may also be disengaged at the wish of the pilot. There are two interesting features in the engine installa-tion . One is that the engines are arranged as '' power plants " for quick removal, and the other that a new typeof miniature Rotol variable-pitch and feathering airscrew is standardised on Major and Minor versions. An electricmotor, controlled by the usual multi-position tumbler switch, operates the simple pitch-changing mechanismthrough a flexible drive. As it appears in the mock-up, the control and instru-ment layout is on " transport " lines. All the major engine and trimming controls are carried on a centrally disposedbank, and there is a standard blind-flying panel in the centre of the dashboard, with undercarriage and flap indi-cators on the left and air pressure and fuel gauges on the right. Centrally disposed below the B.F. panel is a Deccanavigator panel, with r.p.m. indicators and oil pressure and temperature gauges on either side. The Decca receiver,which is a " standard extra'' will probably be mounted in the roof''at the rear of the nacelle. An eye-level P-7 PORTSMOUTH AVIATION AEROCAR MAJOR DIMENSIONS AND ESTIMATED LOADINGS: Span 42ft Length 26ft 3in Max. height I Oft 7in Max. All-up weight 3,9501b Weight empty 2,6001b Disposable load 1.350 Ib Power loading 12.5 Ib/b.h.p Wing loading 15.49 Ibj'sq, ft. Aspect ratio ' 6.92 ESTIMATED PERFORMANCE : Maximum speed (S.L.) ... 167 m.p.h. Maximum cruising speed (S.L.) ... 153 m.p.h. Cruising speed (65 per cent, power, (S.L.) 141 m.p.h] Initial rate of climb 1,180 ft/min Service ceiling ... 19,800ft Landing speed (flaps down) 52 m.p.h. Range (65 per cent power ; normal tankage) ... 670 miles Maximum range (65 per cent power ; extra tankage) 1,000 miles mirror-read compass will be standardised. There are manualtrimming tabs both for elevator and rudders. The normal passenger arrangement for the Major and Junior mode]^will be for six persons including the pilot, with two ii, dividual front seats, a single cabin-width seat with anArests immediately behind and an additional individual seat at the rear, where there is also ample space for lug-gage; For any special purposes and luggage loading the rear part of the nacelle can be opened. Of the three types available, the Major and Minor, fittedrespectively with Gipsy Major 31 and Cirrus Minor II,-are fully equipped and have a retractable undercarriage. TheJunior, which is also fitted with a Minor II, has a fixed undercarriage and is more simply equipped for club flyingand daylight use by private owners. Dr. r. \v. L AM IIIYI in Death of a British Pioneer in Aerodynamic Aerofoil Theory WITH the death, on March 8th, at the age of 77, ofDr. F. W. Lanchester, Great Britain has lost a truepioneer, whose name should be forever inscribed on the scrolls among the greatest. Yet to the moderngeneration Lanchester was almost unknown. That rather sad reflection is primarily due to the fact that Lanchestervisualized aerodynamic theory at a time when the mechanism of lift and drag was unknown territory, andwhen man had not yet found means to produce a prime mover light enough to maintain aheavier-than-air machine in sus- tained flight. It was in 1897 that Lanchesterfirst submitted to the Physical Society a paper on the subject ofaerofoil theory, but it was much before its time and its significancewas not appreciated. In 1907-08 he published his work on AerialFlight in two volumes : '' Aero- dynamics " and " Aerodonetics."Still the theories propounded did not attract the attention theydeserved, although they did result in Lanchester becoming a memberof the Advisory Committee for Aeronautics, the body from whichwas to grow our present Aero- nautical Research Committee. While we at home neglected the work of F. W. Lan-chester, others did not fail to realise its worth. In Ger- many, for example, Dr. Prandtl of Gottingen was workingalong similar lines and was aware of Lanchester's work, to which lie gave full credit. For a great many years thecirculation theory was known in this country as the Prandtl theory, and it was not until later that the twonames were coupled in referring to the basic theory on which modern aerodynamic science is founded. Frederick William Lanchester had a brilliant brain, and F. W. Lanchester,LL.D., F.R.S his interests ranged over an amazingly wide field, largelybut by no means exclusively theoretical. In 1916 he pub- lished a book entitled "Aircraft in Warfare," which hadactually appeared in the form of a series of articles in Engineering in 1914, before the outbreak of the 1914-18war, so that it was based on pure' reasoning unaided by actual practical experience. In that book he foretold agreat many of the developments which have since come to pass, including the airborne torpedo and the aircraftcarrier. It is a blot on British aviation history that the last fewyears of Lanchester's life were embittered by neglect. It is no excuse to say that he had largely himself to blame,and that he was "difficult." Intolerant he undoubtedly was, but it is scarcely to be wondered at that a brain suchas his should become impatient with men of lesser breed. We on Flight consider ourselves fortunate to have hadthe honour to publish what must have been among the very last writings of Dr. Lanchester, a series of articles underthe title "Exhaust Efflux Propulsion," published late in 1939 and early in 1940. As recently as last New Year,we received from him a copy of his very ingenious per- petual calendar, contained on the back of a standard-size postcard. And now Lanchester has passed from our ken but nafrom our thoughts. It is to be hoped that the natio which neglected him during much of bis lifetime will aany rate perpetuate his work by a memorial worthy of the "Grand Old Man" of aerodynamics. TURBINE-JET PROPULSION COPIES of the four-page coloured supplement (published FLIGHT, 21st February), explaining the principles of the Gas Turbine and comparing them with those of the piston engine, are still available, price bd. post free, from FLIGHT Offices.
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