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Aviation History
1946
1946 - 2222.PDF
496 FLIGHT NOVEJVfBER 7TH, IO.46 DECK LAN DI KG the deck, a standard circuit has been adopted.The pilot flies one mile ahead of the carrier, turns and flies downwind 1,000 yards from theport side of the ship, wheels and flaps being lowered as soon as this turn has been made ;height 300ft. The turn-in is started when the aircraft is abreast; the round-down understandard wind-speed conditions of 25-30 knots : for greater wind speed the turn-in is commenceda little sooner, and vice versa. Continuing this turn, the pilot reduces speedto the correct approach speed and begins to lose height, aiming to finish-up still in a verygentle turn just astern of the ship. Meanwhile, any corrections which the batsman signals, orthe pilot's own judgment indicates to be neces- sary, are made immediately they becomeapparent. If corrections are made quickly they need only be slight, but if there is any delay thesubsequent correction required is more violent, the approach may become unsettled and the pilot mayfind it impossible to get back in the "groove." As for the actual touch-down, the object is to put theaircraft down on the deck so that it stays there; the arrester hook then has the best chance of picking up awire. Excess speed, float and bounce are to be avoided, a three-point stalled landing abreast the batsman the ideal. With the advent of jet aircraft, what changes, if any,in deck-landing technique will be necessary? The main difference is that the jet aircraft is less responsive to changesin throttle opening at low thrusts than its airscrew prede- cessor. New controls may be introduced in the future to Fig- 5-supports Arrested. A Seafire makes a perfect landing. Note the wire; they are raised before a landing and lowered for taxying. overcome this, but recent experience seems to indicate that these may not be necessary. There are two reasons for this ; first, jet aircraft have tricycle undercarriages and, consequently, may be flown on to the deck at speeds well in excess of the stall and stay put. This latitude in speed, therefore, can be used to alter the rate of descent despite the somewhat sluggish response of the turbine. Secondly, the pilot sitting in the nose of the aircraft has a perfect all-round view which, in itself, is a great advantage. It seems, therefore, that little change in present deck-landing technique will be necessary to cater for the aircraft of to-morrow's Navy. Remains of Juan de la Cierva Flown to Spain /""^ROYDON airport was the scene, on Monday, October 28th,^—' of a moving scene when the remains of Juan de la Cierva were conveyed to his native Spain. It will be recalled thatCierva with many others lost his life in December, 1936, when a passenger in a K.L.M. Douglas which had just taken off fromCroydon in bad visibility. The pilot got off his course slightly, and the machine struck a hillside. The recent ceremony was attended by a number of Cierva'scompatriots, including His Excellency the Spanish Ambassador, and the Spanish Navy, Army and Air Attaches. Cierva's son •had come to this countrv a few days before to take the coffin back to Spain. He is, we understand, now studying engi-neering in Spain, but not aeronautical engineering. Great Britain was represented by many who had known and workedwith Cierva during his struggles to develop the Autogiro, among them Wing Cdr. Brie, Mr. W. G. Leslie (secretary of the CiervaAutogiro Co., Ltd.), and Sqn. Ldr. Arkell (hon. sec. of the Helicopter Association of Great Britain). The coffin was placed in one of the Dakotas of the SpanishAirlines and, after a brief prayer, the doors were closed, the engines run-up and the remains of a very great gentleman begantHeir last journey. Cierva had many friends in this country, and his work here on rotating-wing aircraftlaid the foundations upon wfiich all subse- quent development has beenrbuilt. Britishaviation came to regard Cyfrva as one of its own sons, and it was fitting that his bodyshould find a temporary resting place in British soil. His work in this country is amonument which will keep his memory fresh among all associated with rotating-wingaircraft. The coffin is placed on board a Spanish Dakota. Jl R.-R. NENE AND DERWENT ENGINES FOR RUSSIA ? '"THERE has recently appeared in the•*• British daily Press, a number of state- ments concerning the sale of Rolls-RoyceNene and Derwent jet-propulsion units to Soviet Russia. No reference to this reported transactionhas previously been made in Flight, and we have been informed by Rolls-Royce, Ltd.,that such statements were entirely unofficial and premature. At the moment of going to press, no otherofficial statement is forthcoming, either from the manufacturers concerned or fromthe responsible Government department, but if and when any such transaction isauthoritatively announced, it will be duly recorded in Flight.
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