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Aviation History
1947
1947 - 0033.PDF
33 An example of the value of cinematographrecords: ejected 20 mm. shell cases pass through the tail drum of a bomb and remove the armingvane. the ejection of the canopy are to be made using a test rig composed of four Merlins coupled to an airscrew which gives a wind speed of about 290 m.p.h. This equipment was origin- ally introduced for flame-damping tests. Recently B Squadron have been doing spray- ing tests with D.D.T., using a Lancaster carry- ing two 400-gallon long-range tanks filled with the liquid insecticide. The Civil Aircraft Test Section has four pilots: Sqn. Ldr. H. G. Hazelden, D.F.C., Sqn. Ldr. J. A. Jarvis, D.F.C., A.F.C., Sqn. Ldr. S. N. Kulezycki and Fit. Lt. B. C. Wardell. To these officers falls the very respon- sible task of proving all new British transport machines, and their greatest contribution to aircraft development in this country has undoubtedly been research into the problems of asymmetric flight, in particular the study of engine-cuts at take-off. In evolving test- ing methods they have used a Fortress. They still employ a Dakota for this work, and as long ago as 1944 were experimenting with a Mitchell to determine the behaviour of a tricycle undercarriage under asymmetric conditions at take-ofi and landing. The first post-war British type to receive their attention was the Viking, for the testing of which A. and A.E.E. pilots were sent to Wislev. Now free use is made of the famous 3-mile Wood- / " Flight " photograph. Air Commodore Fraser consults thfe Location Board, an itportant feature of his "Stats. Room." I " blight " (jtiotog-TOpa. The Superintendent of Flying, Group Capt. R. C. Dawkins, discusses UfeBrigand with Wing Cdr. J. G. Mann, commanding B Squaa"TTJH7"tfi the presence of B Squadron pilots : Sqn. Ldr. Sutton, Fit. Lts. Morren andBaker, F/O Gees and W/O Price. bridge runway, close by the old home of the A. and A.E.E., for engine-cut tests. Here the Tudor I, the prototype of which received its C. of A. on October 12th this year, did its asymmetric flight trials. Should an engine, or engines, be cut on a take-off from Woodbridge the runway is long enough'for any normal aircraft to be brought to a stop, or for the take-off to be continued. The Royal Navy is very adequately represented at Boscombe by Lt. Cdr. J. A. levers, O.B.E., Lt. Cdr. G. F. Hawkes, Lt. K. R. Hickson and Lt. K. G. Talbot, who fill the present establishment of officers for C Squadron, responsible for testing all naval aircraft. C Squadron is subject to the same technical direction as A and B Squad- rons, but has a number of ratings on its strength for the maintenance of its aircraft. A naval engineer liaison officer reports fortnightly direct to the Admiralty and watches the peculiarly naval aspects of maintenance and stowage, particularly inspection and wing-folding. On a carrier the D.I. assumes a special importance. C Squadron must assess the deck-landing characteristics of all new naval aircraft. Should these be unusual a carrier is made available, as was the case when the second series of trials with the Sea Vampire were conducted from II.M.S. Triumph last year. To C Squadron, in fact, must go the credit for having developed a new technique of landing jet fighters on a carrier's deck. During initial landings trials with the Sea Vampire the aircraft was brought in nose- high and stalled on to the deck, but a flat approach proved to be a preferable technique, with a small rate of descent whilst crossing the round-down and—to make the fullest tase of the tricycle undercarriage at touch-down—flying sjiaight into the arrester-wire area. Deck-landing conditions are simulated at Boscombe by B 7
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