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Aviation History
1946
1946 - 0801.PDF
APRIL 25TH, 1946 FLIGHT 4*3 Fore-and-aft control and stability provided much food tor thought during the xlesign stage. At one time it was thought that a variable-incidence tailplane would be neces- sary in order to prevent tail-stalling, but it turned out that the change of incidence between wing and tailplane effected by changing the wing angle caused trim in the right direction, and flight tests have proved the fixed tail- plane satisfactory. A simplification of control, from the pilot's point of view, has been effected by making the change of incidence auto- matically operate the slotted flaps. This is achieved by a system of swinging links, one having its fulcrum on the wing and the other on the fuselage. This arrangement was chosen so as to provide the desired relative angular novement between wing and flap. At the low-incidence end of the range, only a small flap angle is wanted. As the wing incidence increases, the flap angle becomes pro- gressively greater. Plotted as a graph, the curve is of S-shape. In figures the two sets of angles are as follows: Wing Angle (deg.) 48 12 15 Flap Angle (deg.) o 5 25 52 • • 58* 60 These relative angles have been found suitable both for take-off and landing. -During early flight tests of the first prototype, some interesting data were compiled. As was to be expected, they gave rather higher maximum lift coefficients than the model test in the wind tunnel. At a loaded weight of 10,000 lb (the designed all-up weight is 12,000 lb), and with engine off, a maximum lift coefficient of 2.65 was obtained with slots fully open and wing at 15 deg. inci- dence. This corresponded to a stalling speed of 68 m.p.h. With slats locked and wing incidence at 16 deg. the maxi- mum lift coefficient was 2.03, and stalling speed 78 m.p.h. With engine on, slots open, and wing at 16 deg. the CL max was 3.9 and the stalling speed 57 m.p.h. At 10,000 lb weight this represented a wing-loading of 31.3 lb/sq ft. Flight tests also indicated the following elevator settings required to trim: At a mean weight of 8,900 1b, with the e.g. at 0.25 chord and the wing at 2 deg. incidence, the elevator angle was 14 deg. up at 85 m.p.h. With the wing at 15 deg. incidence and at 90 m.p.h. the elevator angle to trim was 8 deg. down. Other data for the Supermarine 322 are shown in the graphs. There is little doubt that for certain purposes the variable-incidence arrangement is worth adopting, and the experience gained by the Supermarine works should place them in a very favourable position, should it be decided to produce other types incorporating this feature. EI1IE AGREEMENTU NDER an air agreement signed in London on April 5th between the U.K. and Eire, Aer Lingus, Tta, is to become the sole operator for flights from Eire to the U.K. and to various points on the Continent, and Shannon is made a compulsory stop for B.O.A.C. air- craft on the trans-Atlantic route from U.K. to Canada and the United States via Shannon and Newfoundland. The agreement takes the usual form for civil air agree- ments, and in the annex there are three schedules specify- ing various mutually agreed routes. The first schedule refers to the trans-Atlantic route already mentioned, and grants to B.O.A.C., as the designated Government air carrier, full rights of transit, non-traffic stops, and com- mercial entry to Eire territory on this route. Aer Rianta, Tta, is granted similar rights in U.K. territory, on a route specified in Schedule II from Eire via Newfoundland to Canada. The third schedule sets out thirteen routes operating from Shannon or Dublin to points in the U.K. and, in certain instances, onwards to the Continent. In the annex, Aer Lingus, of which Aer Rianta is the holding company, is designated as the sole operator over these routes, and, in addition, is granted cabotage rights on four of the routes which operate from Shannon or Dublin through, variously, Belfast, Crewe, and Liverpool and back. B.O.A.C. to Use Shannon A further provision of the annex is that Shannon air-port shall be,used as a port of call in both directions on all trans-Atlantic flights undertaken by B.O.A.C. on thatroute'. . . "in view of the long trans-oceanic flight neces- sary on the route, and considering the still limited develop-ment of aeronautical science." The designation of Aer Lingus as sole operator of all theservices in Schedule II arises out of the Heads of a further agreement which has been initialled by Aer Rianta andB.O.A.C. This provides that air services between Eire and U.K. shall be undertaken by one company only,namely, Aer Lingus, and its nominal capital is, therefore, to be increased to ^1,000,000, of which 60 per cent is tobe held by Aer Rianta and 40 per cent by B.O.A.C. and/or British European Airways (the latter, when formed, is tobe given an opportunity of becoming a party to the agree- ment). As B.O.A.C. has a fifty per cent interest in trafficoperating between Eire and U.K., profits and losses aris- ing from such traffic are to be equally shared between theparties. On the services from Eire to the Continent, profits will be divided between the parties in proportion to their shareholding in the company, but losses will beshared equally. B.O.A.C. has stated that these new agreements do notaffect their previously announced policy of routing a pro- portion of their trans-Atlantic services via Prestwick inaccordance, with traffic reauirements. EVOLUTION AND FRUITION : The upper view shows anearly Westinghouse axial-flow jet unit (Model 19A) installed for test on a Chance-Vought Corsair. Below is the flewMcDonnell FD-i Phantom deck-landing fighter for the U.S. Navy which has two Model 19B Yankee units in the wing roots.
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