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Aviation History
1946
1946 - 0857.PDF
MAT 2ND, 1946 FLIGHT 441 American Newsletter Making Full Use of "Mock-ups" : Some American Ideas ; Service After Sales : The Record Attempt By ''KIBITZER' ALTHOUGH there is nothing new about a provisional"mock-up," and some of the examples seen inL. British factories have been very complete and use-ful, the American aircraft industry may have a thing or two to teach the British about these pre-production"dummies." In the U.S. the high degree of skill and accuracy of construction which go into the building ofthese models would do credit to a Hollywood film set, and the results cannot fail to impress possible customers andto influence their thinking. As competition becomes stronger and these " mock-ups,"with their accompanying sales effort, become more im- portant, fresh ideas and new ways of portraying the finalmachine will be introduced. One progressive aircraft manufacturer in the States, whose " mock-up " is a perfectexample of well-thought-out presentation, has constructed the front portion of the fuselage, containing the pilot's cock-pit, and has mounted it separately on a raised platform in a corner of the "mock-up room." This is hinged atits after-end, and, by operating an electrical switch of the overhead crane type, it is possible to raise or lower thefront end of the fuselage to simulate the positions of climb, level flight or glide. Opposite the cockpit, and paintedon the wall, is a runway, in excellent perspective, to give the illusion of flying over, or gliding towards the aero-drome. An indicator beside the cockpit shows the observernot only the angle of the cabin but what that angle would represent in actual flight—such as maximum level speed,maximum permissible diving angle at cruising power, or an approach with power on and flaps and undercarriagedown. A pilot is thus able to judge, and criticize if neces- sary, the view and the conditions that will be his duringany particular manoeuvre. On another '' mock-up'' there was even an electricgalley in working order, on which coffee was being made for exhausted customers. Once or twice during thesummer air-conditioning has been fitted in the cabin, so that discussions could be held in extreme comfort whilethe customers were in the "mock-up" itself. Cost and Effect The good effect of this sort of thing even on the hardened domestic buyers is very considerable, and on foreign would-be purchasers it must be tremendous. It is a part of sales promotion that must not be ignored, and, although it is undoubtedly very expensive to do, its value cannot be estimated in terms of what a " mock-up " costs to build. » In the writer's opinion the very great success achieved by one of the larger American firms in obtaining a con- siderable number of advance orders for a machine not yet built is. very largely attributable to an exceptionally well laid-out "mock-up." When this is aided by an obvious willingness to alter the internal design of both cockpit and cabin in order to meet the individual customer's wishes, orders will certainly result. The manufacturers' service to the customer does not end with the " mock-up " or the delivery of the machine. Prior to delivery the firm will supply the prospective buyer with a vast amount of operational information. The average catalogue put out by the larger manufacturers over here is a magnificent production. In order to help the buyer once he has actually bought his aircraft, various servicing schemes are being worked out. The Glenn L. Martin Company is considering the nominal renting of a replacement aircraft during periods of overhaul. Lockheed Aircraft are thinking of building service depots in England and throughout Europe to take care of their Constellations. Douglas may do the same, and one manufacturer is said to be fitting up an aircraft as a flying workshop. From a later and more direct servicing point of view, a publication worth looking at is the Douglas DC-4 Servicing Equipment Catalogue. This is a book of some ninety pages with photographs or drawings of equipment on every page, showing very clearly the tool to be used and how it should be used. Many of these items were specifically designed to meet manufacturing problems and are now being applied to service and overhaul requirements. Speed Record Attempt An attempt on the world's speed record by two Lock- heed P-8os is expected any day now. One machine is to be flown by an Army and one by a Lockheed pilot. Great value is set on this record, both by the aircraft trade and the Army Air Force, and the rather secondary position in which American jet and turbo-jet engines now find them- selves has given an added urgency to this attempt. Per- sonally, one is doubtful if this aircraft will capture the record, or, if it does, by much of a margin, and one of the British jet fighters now flying should be able to re- capture it within a comparatively short space of time—a fact which the Americans fully realize. But the important thing is that Great Britain has now a lead in jet and turbo-airscrew engine development, and may soon be in a position to sell the latter type to the American manufacturers. There are at least three good commercial aircraft in the States which require some such propulsion unit, and which will be underpowered if fitted with existing reciprocating engines. These are the Martin "303," the Douglas DC-8, and one (or perhaps two) of the really large aircraft which are due to fly in 1947. So far as one knows, there is no satisfactory American turbo- airscrew design available to fill this need. These manu- facturers are undoubtedly interested in the British engines now under development, and if it were possible to bring them to the point of buying, we could collect some of those much-needed dollars, and raise British prestige as well. Counter Measures Should the P-80 or the Republic P-84 establish a record, however, there will be such a tremendous acclaim from the American Press as to the superiority of both American aircraft and engines that we may find it difficult to obtain sales in the face of public and political opposition. Two things seem to be necessary, therefore: first, to offer our wares as soon as we possibly can, and, secondly, to make our own arrangements to go after the speed record again ourselves should the Americans succeed in captur- ing it. [Although '' Kibitzer" is to some extent merely re- iterating opinions and statements which have appeared in Flight during recent weeks, these comments are interesting since they are, so to speak, from more intimate sources and reflect current opinion where this opinion matters most.—ED.]
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