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Aviation History
1949
1949 - 2035.PDF
FLIGHT, 22 December 1949 unquestionably the inverted straight-six, as seen in the deHavilland Gipsy-Queen 200-350 h.p. series. Oddly enough this was also the type developed by Fairchild's engine division'but now apparently abandoned. The queer thing, perhaps is that both the Air Force and the Navy should have lost interestin this type of power plant for trainer aircraft The Temco T-35 follows much the same formula as theT-34, although it is still lower down the weight and power scales with a gross of only 1,840 lb and a maximum power of145 h.p. It was developed by Texas Engineering and Manu- facturing Co., of Dallas, from their well-known personal two-seater Swift model, and it has a similar tailwheel type of landing gear with the main wheels retractable. The claimedspeed and climb performance strike one as a bit optimistic, while the small tankage and corresponding range are insuffi-cient for a military trainer; moreover, the weight account— according to our budgeteering—cannot cover the requisite GOT training equipment seen in the functional cockpit of the Fan-child T-31. Whereas the Beech T-34 might possibly be a serious rival for the hand (and pocket) of Uncle Sam, the T-?5looks right out of courtship. BEECH T-34 B-ower Plant.—Engine : Continental E-I85-I flat six ; normal rating I6S h.p. at 2,050 r.p.m. ; maximum take-off power 815 h.p. at 2,300 r.p.m. Airscrew : Beech variable-pitch, two-bladed, 7ft 3in diameter. Tankage : fuel 39 U.S. gal ; oil 2.5 U.S. gal. Dimensions.—Span 32ft lOin ; length 25ft 11 in ; height 9ft 7in ; landing-gear track 9ft 7in ; wing area 178 sq ft ; aspect ratio 6.1. (The final section of this review, dealing with the Convair T-29, will appear next week.) CORRESPONDENCE The Editor of "Flight" does not hold himselj responsible lor the views expressed by correspondents in these columns. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. FARNBOROUGH FILMS HERE in Australia we have recently seen the newsreels ofthe S.B.A.C. display, but the whole show is passed off in a few brief and confused minutes. Each year Farnborough attracts teams of cameramen, but their week's work is cut and edited to the short time allowed on the public screens. Could not the S.B.A.C. collect the material together and issue an official film? Such a film would be of great interest to technical societies throughout the world and would also be a most interesting record for the years to come. A. H. HAMMOND. Melbourne. . BERMUDA AND THE COMET AS one who has always had at heart the prestige of Britishaircraft abroad, and especially in the U.S.A., may I be permitted to outline what I believe to be a perfectly soundand feasible plan for the first two production Comets, which, all being well, will probably be delivered to B.O.A.C. sometime in late 1951 or early 1952? My idea is, briefly, as follows: Why not further enhancethe prestige of Britain's undisputed lead in jet transports by putting the Comet first into service on one of the mostlucrative dollar-earning routes in the world, namely, the New York/Bermuda schedules of B.O.A.C. which its predecessor.Imperial Airways (in partnership with Pan American) pioneered n years ago? I firmly believe the New York/Bermuda schedule wouldbe an ideal '' practical showroom'' to sell the many out- standing achievements and advantages of jet airliners to thevast numbers of airline travellers in the U.S.A. The distance involved, a mere 670 miles, would be well within the Comet'scapabilities, with an interior layout for 36 passengers. The present flying time between New York and Bermudais, I believe, just over three hours, using Boeing 377s and Constellations. Cruising at an economical (?) 450 m.p.h. at30,000ft, the Comet should well be able to maintain a schedule of 90 minutes on the Bermuda flights. Since it is fairlysafe, to assume Boeings and Constellations will be its only competitors for two or even three years (in the Americas),the Comet would indeed "steal the show" every time with those tens of thousands of American airline travellers whotake their winter vacations in the Bermudas. Glasgow. COMET ENTHUSIAST. THE GLOSTER E.28/39 I READ with great interest the article by Robert j. Blackburnin Flight dated October 27th, concerning the Gloster E.28/39 prototypes. It reminded me of an incident whichoccurred on Friday, August 25th, 1944. I was at an A.T.C. camp at Westcott at the time, and, since the release of in-formation on these aircraft, I have been convinced that one of the two machines did, in fact, land there on that day. Mr.Blackburn does not mention Westcott"in his article. In view of this I wrote to the Gloster Aircraft Co., Ltd., and. althoughthey went to a lot of trouble they could not help me, as they had no records of flights made when the aircraft were not inthe hands of their own test pilots. Perhaps you or your readers can shed some light on thismystery. I shall be most grateful for any information you can obtain, leading to confirmation of the fact that an E.28/39(presumably W4041/G) did indeed land at Westcott on that day. G. R. WRIXON.Hinchley Wood, Surrey. OCTOBER AVIATION EXPORTSr N a brief review of British aircraft exports for October, pub- lished in these columns on December 8th, certain figures were misquoted. The total value of aviation products exported was, actually, £2,087,882, while the value of the 75 complete aircraft sent abroad was £878,111. The figure for accessories should have read £646,478. I.F.R. PRODUCTIVITY SOME degree of control of known aircraft flying in I.F.R.conditions outside Control Zones and Areas has now beenmade possible by the introduction, with effect from January 1st, of a system known as Informative Control. Notice toAirmen No 178 of 1949 contains full details of the arrange- ment, under which the Air Traffic Control Authority mayprovide an informative control service to ensure that adequate separation is maintained between aircraft flying in I.F.R. conditions. . , , .• "Known aircraft" are those which comply with the reporting procedure by which position reports containing nine separate points of flight information are transmitted on entering a flight-information region and at each subsequent 30-mmute interval. Instructions given by Air Traffic Control will be passed as clearances and are required to be carried out as lar as it may be practicable to do so. Owing to the limited amount of information which will beavailable for control of traffic other than that which complies with the position-report procedure, a measure of discretion isleft to the pilot in command as to whether or not he complies with any clearance received. A.T.C. centres will discontinueinformative control in respect of any aircraft which notifies a change of flight plan from I.F.R. to V.F.R. FORTHCOMING EVENTS Jan. 24. R.Ae.S. (Belfast) : " Recent Development in Aircraft Production Engineering," by Prof. Connolly, B.E., F.R.Ae.S. Jan. 28. Helicopter Association : "Pest Control and the Helicopter " by Dr. W. E. Ripper, F.R.E.S. Jan. 28. Society of Licensed Aircraft Engineers : " Dowty Electro- hydraulic Systems," by Neville J. Home. Jan. 31. Society of Instrument Technology : "Continuous Gauging of Thread or Wire," by L. C. Evans, M. Groneck and H. G. Lee. Feb. I Royal United Service Institution : "Aircraft for Army Uses," by Lt.-Gen. R. N. Gale, C.B., D.S.O., O.B.E., M.C. Feb. 4. British Interplanetary Society : " Effects of Interplanetary Flight " (discussion). Feb. 8. R.Ae.S. (Weybridge) : " Aerodynamic Consequences of Flying High and Fast," by W. G. A. Perring, C.B., F.R.Ae.S., A.M.I.N.A. Feb. 8. British Interplanetary Society (Manchester) : Astronomical Observatory Visit. Feb 8 R Ae.S. (Belfast) : " Rocket Propulsion and Interplanetary Flight," by A. V. Cleaver, A.R.Ae.S.
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