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Aviation History
1951
1951 - 0272.PDF
172 FLIGHT, 8 February 1951 CORRESPONDENCE The Editor of " Flight " does not hold himself responsible for the views expressed by correspondents in these columns. addresses of the writers, not necessarily for publication, must in all cases accompany letters. The names and International Navaids I READ the article "International Navigatipn Aids" (Flight,January 11th) with great interest, but what struck me roost forcibly was the similarity between the proposals now beingconsidered and those pertaining some five years agQ. At that time the British Delegation to P.I.C.A.O. wercmrongly in favourof the Gee hyperbolic system as opposed to the American con- ception of beacons which were a further development of theBritish Rebecca/Eureka plus the. development of their four- course range systems. It was finally agreed that the EuropeanMediterranean Region could adopt a hyperbolic system of navi- gation, and the British Government did what the Americansarc doing—they gave away a certain amount of equipment in order to get the plan started. This never came to anything, dueto the high cost of the equipment and the lack of flexibility in the siting of the master and slave stations in relationship toairways. A further drawback to its adoption was that all Europeanairlines with the exception of British European Airways fly not only in Europe but on the trunk routes of the world.The problem here is that whilst it is simple to place one D.M.E./ V.O.R., or a D.M.E./homing system only, on an airfield suchas Bahrein, in order to fly there it is patently very costly to put down a chain of hyperbolic stations or track guides whereslaves have to be placed at a considerable distance in the desert. All hyperbolic systems have this great disadvantage for trunk-route flying and it is against this background of international flying that the picture should be judged, and not on a basis ofwhat is locally desirable in Europe; otherwise, 80 per cent of European aircraft will have to carry two systems around theworld for the benefit of the short-haul 20 per cent who do not go outside Europe. The alternative is to persuade all Europeancountries to provide both ground systems. W. GREGSON. Edinburgh. Insects and Aerodynamics I REGRET the delay in responding to "Aeroapiarist," whosuggested in your issue of December 21st that I might be able to throw some light on the anatomy of a honey bee. I am flattered but somewhat embarrassed to be described asan aero-entomologist, since such knowledge as I possess is somewhat elementary and strictly limited to Lepidoptera.I have put some enquiries in hand, but your correspondent seems to have raised a question which is awkward even for theexperts. The first tentative suggestion which has been made to me is that the spikes he has detected on bees' wings aresensory organs. Such accessories are apparently known to exist on the wing surfaces of some of the Neuroptera. If this is so, then the bee has much to learn about aero-dynamics in relation to aerial design. Personally, I agree with the- theory of your correspondent Dr. Murphy (January 4th)that the spikes are a deliberate but somewhat obscure method of boundary-layer control. I hope to be able to give you a more informed answer ata later date. S. SCOTT-HALL. London, S.W.7. Flying in the B-36 NO Flight article in recent years has given me more pleasurethan that entitled " Visiting Giants" in the issue of January 25th. Its lively tempo of acute observation promptsme to add my own five cents' worth on the Convair B-36 global bomber. On October 8th, 1948, I was present at the first Press showpermitted by the U.S.A.F. in respect of this aircraft. Since it is still on the part-secret list, I will content myself with a fewpersonal impressions. As we prepared for a flight in the B-36 from CarsweH AirForce Base I was amazed at the distinctive " hollow " note from another flying high overhead; it took me a long time to convincemyself that I was not listening to the characteristic sound of a flying-bomb. My particular aircraft was a B-36A powered by six 3,000 h.p.Pratt and Whitney R-4360-25 Wasp Major radials. It belonged to the 492nd Bomber Squadron of the 7th Bomb Group, 8thAir Force, Strategic Air Command. Our pilot was Major Husband, U.S.A.F. I settled down in the tail-end gunneryand rest " room," the huge plastic side-blisters making it possible to see the length of the fuselage. A friendly master sergeantsuggested that when the motors started up I would be well advised to hang on to the rest-bunk structure. I laughed, iFive minutes later I was holding on for dear life! Because of the extreme length and flexibility of the fuselage the tailwaggles like a happy hound's during the warming-up session. But once we were on the move we surged forward smoothly andmajestically. In the air, we rode the bumps with ease. From my port blister I watched the bogie main undercarriage gearslide into the wing. Later, my attention was drawn to another mammoth movingup into formation. We were the lead ship and on each side we had an escorting B-36. For an hour and twenty-five minuteswe toured over the State of Texas. In this time I had a chance to visit the front office. The 93ft connecting tunnel istraversed by means of a four-wheel trolley. One hops up and eases one's back on the seat and then grabs for a ropelinehung from the roof. The entry hatch is slammed and one is in darkness—a strange sensation—with only the increasing volumeof motor noise to indicate positioning. Once past the mainplane, the noise decreases. The hatchway opens and one is out front,From the main office the view is terrific. Such a .sense of complete power overwhelms one. For the landing I went back along the tunnel, since I wantedto see how the bogie undercarriage behaved on impact. It worked like a dream. In no time at all we were taxying upto dispersal. The B-36, despite all its many critics, is a tribute to the"bigness" and courage of the U.S.A. No other country, no, not even vaunted Russia, has the reserve of potential possessedby our great cousin nation. I for one am proud to proclaim my sincere admiration and gratitude. The B-36 may not wina war, but—better—it may help to deter unrestricted worid conflict. CHARLES W. CAIN. London, S.W.7. FORTHCOMING EVENTS Feb. Feb. Feb. Feb. Feb. Feb. Feb. Feb. Feb. Feb. Feb. Feb. 10. 12. 13. 14. 14. 14. IS 15. 16. 17. 19. 21 Royal Navy v. R.A.F. Rugby, Twickenham. Feb. 21 Institute of Transport : Brancker Memorial Lecture— "Economic Aspects of Airline Operation," by Peter G. Masefteld, M.A. (Eng.), F.R.Ae.S., A.F.Inst.A.E., G.lnst.Mech.E. M.lnst.T. R.Ae.S. Section Lecture : " Derivation and Estimation of Aerodynamic Loads," by D. J. Lambert. 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.RyAe.S. R.Ae.S. (Bristol) : " Civil Engineering and Aeronautics," by A. G. Pugsley, O.B.E., D.Sc, F.R.Ae.S. R.Ae.S. : " Some Aspects of Flight Research," by Handel Davies, M.Sc, F.R.A^.S. (at Coventry). R.Ae.S. (Portsmouth): Films: " Pluto " and " Welded Structures." Institute of Navigation: "The American Plan for Air- traffic Control," by D. O. Fraser. R.A.F. College Cranwell: .22 Shooting v. R.M.A. Sandhurst (away). Institute of Welding (South London Branch) : Visit to R A.E., Farnborough R.Ae.S. (Weybridge) : " Air Inwrc.ption," fay A. V.M. Feb. 27. T. G. Pike. C.B., C.B.E., D.F.C. Feb. Feb. Feb. Feb Feb. Feb. Feb. Feb. Feb. Feb Feb. 21. 21. 22. 22 22. 23. 24. 24. 27. 27. 27 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. R.Ae.S. (Leicester): " Welded Magnesium Aircraft Struc- tures," by R. J. Cross. R.Ae.S. (Southampton): " Undercarriages," by R. C. Cussons, M.A. 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. (Isle of Wight): " Interplanetary Flight," by A. V. Cieiver, A.R.Ae.S. R.Ae.S, : Fourth Louis Bleriot Lecture : " Power versus Weight," by M. Maurice Roy. Society of Licensed Aircraft Engineers : " Accident Investi- gation," by A.Cdre. Vernon Brown, C.B., O.B.E., M.A., F.R.Ae.S. R.A.F. Reserves Club: Annual Ball. R.Ae.S. Section Lecture : " Aircraft Wheels, Tyres and Brakes," by J. Wright, F.R.AcS. R.Ae.S. (Belfast) : " Aircraft Carriers," by J. L. Bartlett. R.Ae.S. (Bristol) : " Human Factors and Civil Transport Aircraft," by K. G. Bergin, M.A., M.D., D.Ph., A.F.R.Ac.S. Society of Instrument Technology : " Measurement ol S rface Temperature," by Dr R. C. Parker.
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