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Aviation History
1946
1946 - 0974.PDF
FLIGHT MAY IOTH, 1945 AMERICAN NEWSLETTER there still is a tendency in the American aircraft trade to put undue emphasis on the importance of speed. This outlook is often fostered by unwise newspaper publicity, the non-tech- nical journals making claims which it is impossible to sub- stantiate. In the English papers, too, performance figures have appeared which obviously could not be realized, and which, instead of boosting British prestige, tended to detract from the value of statements which did happen to be correct. Probably because they realize the folly of this sort of thing, and because continual exaggeration must have an adverse effect on overseas markets, the U.S. Army Air Technical Command have been devising ways and means of preventing it, and have revived a scheme which, it is hoped, will not only dis- courage irresponsible claims, but will aid the manufacturer who is able and honest in his performance forecasts. In effect, this policy would levy financial penalties for de- ficiencies in aircraft performance. In the main, such penalties, with the exception of that over top speed, would be deter- mined by negotiation between the contractor and the govern- ment. For V. max, however, a system of curves has been worked out by Air Technical Command which would determine the price adjustment to be applied if the aircraft failed to meet its guaranteed speeds. A flight test error of 1 per cent is allowed, and on top of that there is a further tolerance of a 1 per cent performance drop which carries no penalty. After that, however, the graph takes a most ugly trend from the manufacturer's point of view. As the speed decreases below that guaranteed, so the curve falls, and the percentage reduc- tion in contract price increases rapidly until the line finally plunges to a point where the aircraft is unacceptable. Take, for example, a machine which is guaranteed to do 630 m.p.h. at 30,000. There would be no penalty for a drop of 6.3 m.p.h. (less an allowance of 1 per cent for flight-test error), but a failure to meet guarantees thereafter would carry increasing financial deductions, until a drop of 34 m.p.h. would exact a penalty of 10 per cent of the contract price. If the machine were down 45 miles per hour, however, it would be unacceptable. In order to take care of compressibility on really high-speed aircraft, there is a Mach number curve which overrides the price-reduction curve. This tolerance is based on the maximum Mach number so far obtained by any con- ventional aircraft in the United States at the time of the tests, Such an endeavour on the part of the U.S.A.A.F. to make the manufacturers toe the line is both brave and interesting, but the conditions are hardly likely to be popular, not only because they hit where it hurts most—in the dollar-plexus— but because they do seem a little harsh—particularly if the aircraft were designed around an Air Force specification which might conceivably limit the designer in his ideas. There is also bound to be an argument over the figures obtained during • the flight testing—but this will not be such a good battle- ; ground as it might have been prior to 1943. During the war .] the requirements covering flight testing and performance re- "\ duction at Wright Field were completely re-written, and as a \ result of a great deal of work put in by a Committee (on J which the British, the U.S. Army Air Forces and the U.S. 'is Navy were represented), a definite schedule of tests for military-'jk types was produced and the methods for the reduction of per- formance agreed upon. In that respect the manufacturer should know what he is up against before he starts. * • • There is still no official news regarding the American attempt on the world's speed record, but two inter-related items of news are not without significance. A statement has appeared in the Press that a radio-controlled P-80 is being prepared, on which it is proposed to investigate high-Mach number charac- teristics. This looks as though the U.S. Army are being par- ticularly cautious, perhaps wisely, in their approach to this problem. The second point of interest is that the National Aeronautics Association, who are the controllers of " sport " flying in the States, are likely to press for the abolition of the 250-foot maximum-height requirement for any record attempt, and have appointed a special committee to investigate the use of radar and other similar devices for the timing of such records. ["Kibitzer's " opinions on the American light aircraft pro- duction situation are interesting. For some time we have felt / that this situation resembled the South Sea Bubble in more ways than one. Some-time ago " Indicator " suggested that the only practical system for private flying in this country would be, in the present stage of aircraft development, some form of " fly-yourself " hire arrangement on a really big scale— thus pooling all maintenance costs and ensuring continuous availability. In his recent article " Let us Be Honest," he also stressed the vital importance of issuing accurate (or even ;| under-estimated) performance figures.—ED.] THE new West London Aero Club, which will operate fromWhite Waltham airfield, the old A.T.A. headquarters near Maidenhead, should be in flying operation next month. It has, appropriately enough, been formed by four ex-members of A.T.A.—the Hon. B. L. Bathurst, Mr. Peter Mursell, M.B.E., Mr. Ronald Malcolm and Mr. XV. G. Metcalfe—and, until suit- able premises have been allocated, the officers' mess at White Waltham will be used. The fleet will eventually consist of three Moth Minors, three Austers and three Hornet Moths, and the flying charges will be in the region of £4 per hour, with rly-yourself-hire arrangements on a daily basis. # # *T HE Herts and Essex Aero Club, which was founded in 1930,is shortly to return to life at its pre-war headquarters at Broxbourne Airfield, Nazeing, Essex, where work on aircraftrepairs and modifications continued during the war. One Tiger Moth has already been obtained and two Austers have beenordered. It is expected that the flying charges will be about £3 an hour and flying should be started next month, with theclubhouse facilities ready during this coming week-end. Messrs. A. R. Frogley and F. E. Darlow, as well as other familiarBroxbourne inhabitants, will be managing operations. The Broxbourne telephone number is Hoddesdon 2453. # # #A T the beginning of this month the Fair Oaks Aero Club started instructional flying, using an Auster and a Gipsy II Moth. Three Tiger Moths, which are at present being over- hauled, should shortly be available, and both blind and night flying instruction will then be undertaken. The normal charges are £4 an hour for the Auster and £4 10s an hour for the Gipsy and Tiger Moths. The club is being operated by Airtraining (Fair Oaks), Ltd., at Chobham, near Woking. Fair Oaks is, incidentally, a "free" airfield, where flying visitors can be received and "coupon ' fuel provided. # • #S INCE the opening on March 2nd, the Luton Flying Club fleet has been increased to eight aircraft—if a Link trainer, FROM THE FLYING CLUBS which is now being installed, can be included. The seven real aircraft consist of four Tiger Moths, two Proctors and an Auster, which will be available next month. The flying charges are now £3 an hour for the Tigers; ^5 5s an hour for the Proctors; 10s per hour for the Link trainer; and—it is expected—£1 2s an hour for the Auster. These rates are slightly increased during the week-ends. Night flying facilities should soon be available. The club has been usefully busy in j its ten weeks of life, and six new "A" licences as well as;| sixteen renewals have been scored. * * » Following last week's announcement that the Brooklands and South Coast Club are to be combined at Shoreham, we hear that the reconstituted club is to be opened on June 29th with a preceding dinner on June 21st. More details will be published in due course, but, in the meantime, prospective — members should contact Brooklands Aviation at WeybridgT ^ FORTHCOMING EVENTS May 18th.—College of Automobile and Aeronautical Engineering, Chelsea ; Old Students' reunion dinner, Gt. Eastern Hotel. - May 24th.—Cambridge U.A.S. 21st Anniversary dinner, University Arms Hotel. May 30th.—R.Ae.S. The 34th Wilbur Wright Lecture, by Mr. E. L. Relf (I.C.E, Gt.. George St.). June 1st.—R.Ae.S. Reading and Dist. Branch : Aero- nautical Garden Party, Woodley. June 15th.—Old Cranwellian Assoc. reunion, R.A.F. College June 15th—No. 150 Sqn. R.A.F. reunion dinner, Dorchester Hotel, 6.30 p.m. June 22nd.—Air Pageant, Southampton Airport. June 30th.—Northern Heights M.F.C. Gala day, Langley Airfield, Nr. Slough.
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