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Aviation History
1947
1947 - 0530.PDF
3*8 FLIGHT APRIL IOTH, 1947 SHORT NIMBUS SAILPLANE glider—results in both occupants getting a truly magnifi- cent field of view and, in this connection, the moulded Perspex canopy seems to offer negligible distortion. For a glider the cockpit is surprisingly roomy, and dual control is provided together with dual instrumentation, the latter comprising altimeter, vertical speed indicator and airspeed indicator. In addition to the primary flight con- trols (which are admirably light and responsive), spoilers are incorporated in the upper surface of the gull section and, in addition, the unusual feature of adjustment for aileron droop or upfloat is also provided. The undercarriage consists of a faired nose skid, a centre landing wheel and a tail skid, the use of a wheel greatly aiding launching: as the wheel is provided with a mechanical brake actuated by a trigger on the front control column, landing, too, can be made in an extremely short distance. We understand from Short Brothers that production of the Nimbus is due to start in June at the rate of one p week. The sale price is £750. and the delivery rate wi depend upon the number of orders received and, therefor the production line laid down. SHORT NIMBUS DATA m Wing Area SpanOverall Length Aspect Ratio ...Empty Weight Dimen«ion» 240 sq ft 62ft27ft 4in ... 16 8001b , Performance Sea-level conditions—2 crew, each weighing 2001b. Minimum Gliding Angle ... I in 25.8Sinking Speed... ... ... ... ... ... 2.3ft sec at 38 m.p.h. Recommended Approach Speed ... ... ... ... ... 42 m.p.h. Stalling Speed... ... ... ... ... ... ... ... 35 m.p.h.Maximum Permissible Speed ... ... ... ... ... 130 m.p.h. Although slim and clean, the cockpit is quite roomy and the canopy affords excellent field of view. This new sailplane is a quite charming and extremely efficient aircraft and, furthermore, one which is admirably fitted for giving dual instruction to advanced cadets. In this connection, whilst the Nimbus was being demonstrated to us, representatives of R.A.F. Reserve Command were present with a view to inspecting the glider for the A.T.C. SHIP-BOMBING TRIALS IT became known over the Easter holidays that bombingtrials against warships will be conducted during May about i\ miles from the Horse and Dean Sands. Inert bombs will be used and the tests will be followed by controlled internal explosions within the target ships. There will also be trials of various types of guns against corvettes, L.C.T.s, mine- sweepers and ex-German E-boats. Like the bombing trials, these will be visible from the shore. Everything possible will be done to ensure that the trials shall not conflict with the public interests, particularly in the matter of the fouling of beaches by oil leaks from damaged vessels. The trials now announced are the outcome of the discover ' early in the war that lack of detailed and methodical investiga- tion of ship damage was a serious handicap to the progress of naval architecture. Wartime experience provided some use- ful data, concerning the type of damage likely to be sustained by ships in action, but this is incomplete and many questions remain to be answered. No. 83 GROUP DINES AIR MARSHAL SIR WILLIAM F. DICKSON, President ofthe Association, announced at the second annual dinner on March 28th that No. 83 Group Officers' Association was now over 1,000 strong and that 350 were present. The Guest of Honoui Air Marshal Sir Hugh W. L. Saunders, A.O.C.- in-C. Bomber Command, replying to the toast of the Royal Air Force, deplored the feeling of frustration from which the Service was now suffering. The effects of the shortage of mau- power and money could, he thought, only • be overcome by the spirit ot co-operation between the members of the Royal Air Force, both in and out of uniform. A.V-M. Sir Basil Embry and A. Cdre. Sir Harry Broadhurst crossed swords as to the relative merits of No. 2 and No. 8^5 Groups, but Sii Basil graciously acknowledged that the same spirit shown by No 83 in war would save England to-day. In the last speech of the evening, Air Marshal Sir Arthur Coningham, replying for the guests, -suggested that only a buccaneer of Al Capone's standard could inspire such a non- austerity evening. This, he thought, was brilliant, but understandable by those who knew No. 83 Group. He looked forward, however, to even better things in three years from now—a ball in addition to the dinner, and beauti- fully dressed, ladies to grace the occasion. A roar of approval went up when he made the suggestion that he would " love to have a 2nd T.A.F. reunion in Brussels." FIGHTER COMMAND TO-DAY AT his historic and beautiful headquarters—Bentley Priory,Stanmore—Air Marshal Sir James M. Robb, K.B.E., C.B., D.S.O., D.F.C., A.F.C., A.O.C. in C. Fighter Command, lately gave some details concerning the reorganisation and re- equipment of his Command. Together with his Staff Officers he explained items in an absorbingly interesting permanent exhibition now established in the underground Operations Room, illustrating the development of the Command since 1925. This will be described in an early issue of Flight. Sir James said that all day-interceptor squadrons except one d b id ith j if d h th Mt J yp q p n ha now been equipped wit jet aircraft and that the Meteqjjifc" IV, several squadrons of which will,be in service this yea'r, represents the biggest step to date in fighter performance. G/C. Donaldson and his team had demonstrated in 360 all-out runs what the Meteor could do at low level, on the fringes of the compressibility barrier, and it now remained to acquire experience at high altitudes (35,000ft and above) using the pressure cabin. Problems to be studied would concern the cabin, visibility at very high speeds, armament, the functioning of instruments and manoeuvrability at great heights. The C. in C. also disclosed that no fewer than ten runs were made by the High-Speed Flight at speeds above a thousand k.p.h. After the fitting of short-span wings with airbrakes, G/C. Donaldson's Meteor will be used by the Air Marshal as his personal aircraft. Of the control and reporting system Sir James said that when the war finished experienced personnel were given a free hand to analyse the whole system and make recommendations. Some of these have now been adopted, but re-equipment would have to go forward by stages and a great deal of research was still required, especially in radar, where big increases in range and height limits were necessary.
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