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Aviation History
1951
1951 - 0084.PDF
FLIGHT, 11 January 19:1 CORRESPONDENCE • • • object, about mid-way along its length, which flickered unceasingly. We heard no noise from this monster, though we are prepared to admit that this may have been due to the proximity of our own engine. What impressed us so greatly was the velocity of the object, which sped past us with consummate ease, and its phenomenal rate of climb as it soared upwards as if lifted by invisible strings. It has been suggested (though, we feel, possibly with some flippancy) that we saw an Arctic Tern on the point of the turn; but, in view of the old adage that only birds and men fly, and birds do not fly at night (not to mention that we believe that nothing of this size is known to ornithology) we are compelled to discount this interesting theory. Possibly the pilot of the E.O.A.C. Stratocruiser which investi- gation reveals as leaving London some fifteen minutes earlier may have seen the object and might suggest an answer. Frankly, Sir, it has us baffled- Northfields, R. DOUGLAS, R. H. GILES, D.F.C., Middlesex. Flying Officers, R.A.F.V.R. "Wings Over the World" THANK you for your report [Flight, December 28th] on the -L above film. As a specially invited guest at the special showing, your reviewer's remarks are more than interesting. The film seems to have achieved a commercial propaganda value, in his opinion, which was never intended, " proving useful in selling commercial flying." We feel sure that you would be interested to know that the film was produced as a commercial speculative venture on our part, simply for the purpose of entertaining cinema audiences who pay for their seats. Our own trade papers without excep- tion have been lavish in their praise of our efforts, pointing particularly to the " highlight of the film," as they have named the helicopter sequence. London, W.I. HAROLD BAIM, Managing Director, Harold Bairn, Ltd. [Our comment was intended to be complimentary, in that the film was convincing—which is more than can be said for some: we were not suggesting that it was actually made with a propa- ganda objective. We still think it a pity that a commercial helicopter should have been selected for a trick sequence.—ED.] COCKPIT COOLERS WHEN an aii craft is fiymg at 600 m.p.h. at sea level thetemperature of the cockpit can, unless air conditioning is employed, rise to something of the order of 180 deg F. This underlines the importance of providing some means of cockpit cooling, and units for this purpose have, in fact, been developed both in this country and in America. Here, use has been made of the Godfrey air-cycle-turbine cooler unit: tropical trials of this installation in a Vampire, have, it is stated, met with such success thai production of these "something for nothing" cooler units has now started. (Detailed descriptions of the Godfrey cooler unit appeared in Flight of November 11th, 1948, and April 13th, 1950.) From the Hamilton Standard Division of the United Aircraft Corporation come details of an American approach to the same problem. The Hamilton cooler comprises three basic units: an air-to-air heat exchanger, an air turbine and fan which is driven by the turbine. Several feet of Hin diameter aluminium tubing and a simple control valve complete the unit. Air is bled from the aircraft's turbojet compressor at 415 deg F and is ducted through the heat exchanger, where the temperature is reduced approximately to 170 deg F. In this state, the air represents a source of power to turn the turbine and fan, the power—approximately 28 h.p.—being derived from the heat- energy content of the air as it passes through the turbine. By converting the heat energy into work, the turbine extracts heat from the air sufficient to reduce its temperature from 170 deg F to 25 deg F. From the turbojet is bled 310 cu ft of air per minute, which is reduced in pressure from about 62 lb/sq in to about 15 lb/sq in. The fan serves a double function: whilst acting as a work outlet for the heat energy of the air, it also serves to entrain a flow of cold ambient air through the heat exchanger. It is, of course, the cold outside air which is responsible for the initial 415-170 deg temperature-drop in the air bled from the compressor. Deliveries of the Hamilton unit have already been made for the Lockheed F-94C. In this installation the unit includes a direct line from the primary bleed-duct to divert hot air to the cockpit when heating is required. The airflow through this duct and the amounts carried to the heat exchanger and turbine assembly for processing are controlled by a valve in the bleed-duct between the turbojet compressor and the heat exchanger. The hot air mixes with the reduced amount of cold air to give the required cockpit temperature, which last is controlled by a thermostat in the cockpit by means of which the pilot can select his particular temperature requirements. •GEORGIE" REYNOLDS PASSES IT is with deep regret that we record the passing of A. GeorgeReynolds, the international timekeeper, and a prominent figure at air meetings and car-racing events before the war. He passed away in his sleep last Sunday; he had attained the age of 81 on January 3rd. Air-racegoers and com- petitors of the past 40 years will remember him— and his tray of watches— as a figure without whom no speed contest was com- plete. He began his duties in 1911—at Brooklands and Hendon—and the last meeting at which he officiated was at Lympne in 1947, when John Cunning- ham took the 100 km record on a Vampire. He was a man of tidy mind, and a meticulously careful one; his patience was inexhaustible and his good humour never-failing. For the last few years the rheumatism from which he suffered prevented h i m from timekeeping but his mental faculties were never impaired. The funeral is at 10.30 a.m. on .Monday, at the City of London Cemetery, Ilford. Jan. Jan. Jan. Jan. Jan. Jan. Jan. Jan Jan. Jan. Feb. Feb. Feb. Feb. Feb. Feb. Feb. feb. Feb. Feb. Feb. Feb. 16. 17. 20. 23. 23. 24. 27. 30. 31. 31: 1. 3. 6. 7. 7 14. 14. 21. 21. 22. 22. 13 FORTHCOMING EVENTS R.Ae.S. (Belfast) : " Landing Gear and Equipment." by H. G. Conway. M.A., F.R.Ae.S. R.Ae.S. (Preston) : " Aircraft Materials," by Dr. H. Sutton, D.Sc, F.R.Ae.S. Aircraft Recognition Society : Hurricane Trophy Competition R.Ae.S. : Talk on Korea by William Courtenay, O.B.E., M.M. ft.Ae.S. (Glasgow) : Brains Trust. R.Ae.S. (Luton) : Film "Steel Making and Usage." Society of Licensed Aircraft Engineers : " Rocket Propulsion and Interplanetary Flight," by John Humphries, B.Sc.(Eng.), A.M.I.Mech.E., A.F.R.Ae.S. Society of Instrument Technology : " Machining of Small Instrument Parts," by K. J. B. Wolfe and P. Spear. R.Ae.S. (Weybridge) : " S. F. Cody," by G. A. Broomfield. Royal United Service Institution: " Campaigning in Korea." —Film and Commentary by William Courtenay, O.B.E., M.M. British Institution of Radio Engineers (Scottish Section) : Multi-station V.H.F, Systems using Frequency Modulation," by W. P. Cole, B.Sc. and E. G. Hamer, B.Sc, A.M.Brit. I.R.E. British Interplanetary Society : " Interplanetary Orbits," By Dr. J. G. Porter, Ph.D., F.R.A.S. R.Ae.S. : Colour Film of Korean Campaign, by William Courtenay, O.B.E., tA.ffl. R.Ae.S. (Luton) : " Interplanetary Travel," by A. Clark, B.Sc. Royal United Service Institution : " Flying-boats in war," by A. V-M. P. H. Mickworth, C.B., C.B.E., D.F.C. R.Ae.S. (Brough) : " Aero Engines," by A. Cdre. F. R Banks, C.B..O.B.E. R.Ae.S. (Preston): " Testing Aero-engines and Power Plants," by A, C. Lovesey, O.B.E., B.Sc., F.R.Ae.S. R.Ae.S. (Weybridge) : " Air Interception," by A. V-M T. G. Pike, C.B., C.B.E., D.F.C. British Institution of Radio Engineers : " Electronics and Air Transport," by C. H. Jackson, B.Sc., A.F.R.Ae.S., A.M.I. Mech.E. Institute of Metals (Birmingham Section) : " Metals for Gas Turbines," by J. M. Robertson, Ph.D., D.Sc. R.Ae.S. (Glasgow) : "Thin-walled Structures ", by Dr. R. M. Kenedi, Ph.D., A.M.I. Mech. E.. A.F.R.Ae.S. R.Ae.S, : Fourth Louis Bleriot Lecture : " Power versus Weight," by M. Maurice Roy.
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