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Aviation History
1948
1948 - 1819.PDF
OCTOBER 28TH, 1948 FLIGHT 525 Cold Weather Operation of Aircraft . noted was as high as to give a 10 per cent increase in A.M.P.G. Fuel Systems , Normal fuel tanks have caused no trouble during winteroperations, but integral tanks have a tendency to leak around the rivets at low temperatures, owing to expansion and con-traction of the tanks, which breaks up the sealing compound. The most critical factor in the fuel system is the method ofinjecting fuel into the engine. The standard carburettor sys- tems have operated satisfactorily, but the fuel-injection sys-tems have not performed very well at low temperatures. Cooling Systems Both liquid- and air-cooled engines have proved satisfactory.On some occasions it has been necessary to fit blanks to the radiator or baffles to the cylinders to maintain operatingtemperatures. A coolant mixture of 60 per cent glycol and 40 per cent water is used in the coolant systems and slushingof this mixture has not been experienced. Engine Auxiliaries The greatest problem with auxiliaries is proper lubrication.Where they are lubricated indirectly by engine oil, there is a danger of oil congealing in the units while the engine isstopped, causing failure of the drive when starting again. In some cases, this has been remedied by introducing dilutionto the auxiliary. Airscrews No serious difficulties have been encountered in normal air-screw operation. The main problems have been associated with operation of the feathering system. Most systems areat present fitted with a bleed which allows a small quantity of engine oil to circulate through the feathering system towarm up the oil in the feathering line, and to prevent the oil in the lines from congealing during flight. It is essential thatthe feathering lines be kept as short as possible. Wooden or synthetic blades in metal adaptors are greatlyaffected when used in areas of extreme low temperature. Because of the differential expansion, the blades become dangerously loose at the root, and the application of heat prior to flight acts only as a palliative Maintenance The third section of- the lecture was devoted to mainten-ance, the authors giving recommendations of practice under the various heads previously dealt with. One of the moreimportant observations made was concerned with ground handling equipment. Under normal operating conditions, it was given as the- lecturers' opinion that ground handling equipment is invar- iably treated as of secondary importance, consideration oftenbeing given to improvization. Under arctic conditions, it has been found that suitable ground equipment is of paramountimportance, insofar that, without it, aircraft of any number cannot operate on an organized basis. In conclusion, the lecturers suggested that from theirremarks it might be construed that equipped bases with heated hangars and the like would have to be an essential require-ment to operate large fleets of aircraft successfully. The provision of such is impracticable, but it was suggested thata material aid to this end might be accomplished by support- ing squadrons with " parent aircraft." These were envisaged as incorporating an auxiliary powerunit of sufficient capacity to operate a heater unit of some 400,000 B.T.U. ; A.C. and D.C. generator sets; compressor;and hydraulic pump. In addition to providing these servicing components, they could also act as radio and navigationalstations. Further, a small repair workshop and medical station could also be installed. If the aircraft chosen forthis type of duty were not large enough to accommodate these services, a glider could be used in conjunction with,them, equipped, for instance, as the radio and navigational station. The authors further gave it as their opinion that the heli-copter would also serve an important role in arctic opera- tions. Apart from rescue work and observation duties, itwould be valuable for surveying frozen lakes and potential advanced bases. However, experience on the functioning ofthis type of aircraft under low temperatures has yet to be obtained. . FOKKER TODAY (Concluded from page 515) operational, the S.14 is a jet-powered 2/3-seater. Instructor'sand first pupil's seats are arranged side by side well forward in the nose, and a Rolls-Royct Derwent mounted above thewing centre section exhausts through a long, straight jet pipe. The air duct divides immediately behind the nose intake, thetwo sections passing on each side of the cockpit and into the plenum chamber amidships. Production of a prototype willcommence as soon as possible. The artist's impression of the S.14 shows it to be sleek and attractive. There are three other post-war Fokker designs which maybe mentioned. The P.i Partner, similar in layout to the Pro- motor but very much smaller, is a particularly attractive designfor a small two-s'eater. The engine is to be an 85 h.p. Conti- nental pusher. The method of entry and exit, the subject of apatent, is most unconventional, being somewhat reminiscent of the opening of an Amercan car bonnet. The whole noseof the Partner on the release of catches lifts up and forward on hinged links, enabling the pilot and passenger to step outto the sides. Unfortunately, other commitments have neces- sitated the shelving of this design for the time being. Another very interesting design for which plans have tem-porarily been shelved is that of the F.26 Phantome, a model of which was shown at the 1946 Paris Show. It was to be a17-seater, high-speed, pressurized, medium transport powered with two Rolls-Royce Nenes mounted close together beneaththe fuselage. Finally, a completely new design is at present beingdeveloped, but beyond the fact that it is a Freighter for K.L.M consideration, no information can be released. Already the Promotor has made a short demonstration visitto this country, and during the next few weeks we may expect to see an example of the S.n Instructor over here. This willbe studied with the greatest interest by both Service and civil authorities, although from the point of view of purchase, itis perhaps unfortunate that an American engine, representing dollar outlay, is fitted. The possibility of fitting the new Cirrus Bombardier might be examined, the Gipsy Six beinga little on the large side. Not only are the interests of this country bound up withthose of Holland in the Western European Union, but both countries also have similar Far Eastern problems. Close co-operation and support for the proposals regarding standard- ization of equipment are likely to be of the greatest mutualbenefit. BOOK REVIEW Laboratory of the Air T^HE way of an eagle in the air; the way of a serpent uponJ- a rock; the way of a ship in the midst of the sea; and the way of a man with a maid—these were things too wonderfulfor the sage who wrote them in the Book of Proverbs; but consider what Mr. John Pudney has to say of them in Labora-tory of the Air—an account of the Royal Aircraft Establish- ment of the Ministry of Supply (His Majesty's StationeryOffice, 3s 6d net) : "The last of these," observes Mr. Pudney, "has been theuniversal problem of mankind down the ages; and the third has concerned our island story through the centuries; under-standing of the first has been the purpose behind the endeavour of the Royal Aircraft Establishment during the last decade."His account of the R.A.E. is full of romance, and he has drawn freely on an abundance of anecdotes. The story of thegyro gunsight, one of the R.A.E.'s most significant products, occupies several pages. Navigational instruments, balloons,air photography, gas turbines, aerodynamics, structures, radio, carrier-borne aircraft, ditching, magnetic mines, fire extinction!oxygen gear and automatic pilots, all have their place in the book, and the contribution of Farnborough to the winning oftwo wars is duly recorded. The photographs—many of them published for the first time—are worthy of the text.
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