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Aviation History
1946
1946 - 1983.PDF
OCTOBER 3RD, 1946 FLIGHT 367 DANISH WEEK-END was taking a busman's holiday from charter activities with his own Airborne Services) from White Waltham to Odense, whereto we had been invited by the Fyens Flyveklub. By devious and interesting routes suggesting the somewhat special possibilities of charter travelling for those who care to make the most of a freedom of air move- ment not possible in airline travel—we flew outwards via Lympne, Eindhoven and Hamburg, returning via Gronin- gen, Schiphol and Croydon. The airfield used by the Fyens Club at Odense is the ex- ; German Air Force station at Beldringe with an immensely ' long single runway and dispersal tracks of a length and tortuousness which was almost inconceivable—even by the anti-attack standards in our own country. Both the Rapide and the two Proctors—one brought over by Mr. Lyle from Panshanger, and the other by Mr. Sutcliffe, of Duplops— had to be taxied something like two and a half miles to the only usable hangar, with the result, in the case of the first Proctor, of temporary tyre trouble. As an indication of the kind of treatment offered to the visitors, a new wheel complete was later lent by the Danish Air Force, flown over from Jutland and fitted by the club. Remembering the prodigious hospitality in Odense and the way in which the party was shepherded day after day by the club's members and their wives, it is difficult to see how the considerable debt can ever properly be repaid. One can only hope that the clubs in this country will do their best. The Fyens Club members have two Austere, a KZ-II anda primary glider for instructional work, while, on the " day," a third Auster was lent by a private owner. Un-like the III, the KZ-II is a low-wing, tandem-seater type with sliding canopies and "letter-box" slots. Lt. Peter-sen, the club's C.F.I., showed off its aerobatic possibilities very adequately during the display, after putting up asimilar show at another club. Quite naturally, the largest number of visiting aircraftconcentrated near Copenhagen, where the Hillerod Club were entertaining the party. At Kastrup and, later, atHillerod—which, at present, is simply a large field with- out hangarage—there were six British aircraft in additionto four Danish KZ-IIIs. Biggest of the visitors was Mr. Irvin's Beechcraft, flown by Capt. A. B. H. Youell, which,though it could not land in the club field, was duly demon- strated. At Hillerod, too, something rather more ambitiousin the way of a display was staged, with "dive bomb- ing," a looping Grunau Baby and crazy flying both by aprimary glider and a KZ-III. The latter, after jettisoning a dummy pilot, gave all proper indications of being out ofcontrol. Altogether, and in spite of one or two mishaps causedby strong winds or difficult ground conditions, the British .visitors certainly had the time of their lives in Denmark.For many of them it was their first visit to the country, and for nearly all of them the first since the war. And,by way of postscript, it may be added that, though motor- ing fuel is rationed in Denmark, there are no restrictionsin the supply of fuel for aircraft—and, apparently, no land- ing fees worth mentioning. ' Spinning Intake Ingenious Napier Development of Sahre-Tempest Annular Radiator Installation THE association of the radiator with the liquid-cooledengine has ever been a problem confronting de-signers both of aircraft and their power units. Divorce is impossible—except in freakish circumstances— and so a great deal of thought has been devoted to making the best of the situation; in fact, no small amount of design ingenuity has been expended in the many and varied schemes evolved to mitigate the difficulty. In our issue of July 25th we published details of the very neat Napier annular radia- tor installation designed for the Sabre, and whilst not wishing to reiterate too much that appeared then, it may be briefly recalled that the annular radiator scheme, as compared with the orthodox underslung arrangement on Typhoon and Tempest, resulted in an overall radiator drag reduction of 8.8 per-cent which, in the Tempest, gave a corresponding increase ot speed by 11 to 14 m.p.h. Further Improvement Despite this achievement, Napiers continued to look for improvements, and the natural progression from the existing annularradiator arrangement was to fit a ducted spin- ner. It was realised that the only way inwhich intake area could be increased without incurring a consonant step-up in cow-ling dia-meter, or reduction in spinner size, was to extend forward the leading edge of the cowlingapproximately to the plane of the spinner nose. This meant that the extension piece wouldsurround the airscrew blade roots and, there- fore, must rotate with the spinner. In collaboration with Constant Speed Airscrews, Ltd., a trid installation was made up and found to substantiate largely the advantages expected of it. Modifications, as always, were necessary : a slightly smaller spinner was FIXED RAD. COWL SLIDING From this part-sectioned drawing a clear idea of the build-up and operationof the ducted spinner may be gained.
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