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Aviation History
1951
1951 - 0416.PDF
264 FLIGHT, 2 March 1951 PHOTOGRAPHIC IMAGE Fig. H. Shock-wave profile record on Vampire wing at M = 0.77. SECTION TH Fig. 10. Installation for photography of shock-wave profiles. FLIGHT RESEARCH . . . repay the undoubtedly great expense involved in designing andbuilding them. He thought that nothing could be farther from the truth. The general background of actual flight experienceprovided by such aircraft was undoubtedly of incalculable value, not only in pointing the way to improvements in the design ofService aircraft, but also in drawing attention to problems which might need fuller investigation by other methods. Occasionally,the results obtained from a research aircraft were somewhat negative in the sense that they indicated the particular approachbeing investigated as being the wrong one. At other times, the results gave the designer confidence which no amount ofwind-tunnel testing could have given to go ahead with the much greater risks and commitments involved in an advanced pro-duction design. In each case, the aircraft would have provided information and experience which could not have been obtainedin any other way. There were, however, three provisos. The rate of progresswhich had to be maintained in these days, both in research and Fig. 12. Wing—flow-prople shape of bulge fitted to Vampire wing, i in production, was so great that a research aircraft, if it wasto pay its way, had to be built in a very short time. It was of little use planning a research aircraft if it was to be fouror five years before it began to provide the necessary experience and data. By that time, the risks and gambles which the air-craft was designed to investigate would have had to be taken on a production design. The second proviso was that, once the aircraft had beenbuilt, the research work for which it was intended should have the highest priority, and should proceed with the utmost energyand resource, often to the exclusion of many tests to which a normal Service prototype was subject. The third proviso wasthe obvious one diat all the research aircraft to be built should be carefully planned in advance, so that the field could becovered as adequately as possible with the minimum number of designs. This was not easy, since it required a delicate balancebetween the needs of research as a whole and the needs of the individual firms concerned who had to build the aircraft. Thisproviso, however, was particularly important to Great Britain with its limited resources. The lecturer concluded with a reference to what he assessedas "the most important link in the whole process of flight testing, namely, the pilot." The first requirement was that heshould be an exceptionally good pilot on normal standards, quite apart from test flying, capable of accurate flying underall conditions, and above all, keen and enthusiastic about flying in general, and test flying in particular. He had to have thecapacity for describing clearly and objectively all that happened in a test flight, keeping an open mind and avoiding, wheneverpossible, the temptation to interpret what happened in the light of his own technical background. That is to say, the pilotshould always try to describe what happened rather than what he thought had caused it to happen. On the other hand, hehad to be willing to try to understand the technical objectives of each experiment, even when it seemed mysterious andacademic. Only a very broad technical background was needed for this purpose, the sort of background which was providedby the Empire Test Pilots' School in this country. The pilot should keep in constant touch with the technicians, taking anactive interest in the results being obtained, as well as in the methods and techniques used in the tests themselvs. He shouldtry to maintain a critical outlook, not hesitating to make suggestions or criticisms when necessary. Mr. Davies took the opportunity of paying a special tributeto all the pilots who had taken part in the work described in his lecture, and stated that a very large measure of the creditfor the work had to go to them. BOOKS RECEIVED Recent publications by Hiffe and Sons Ltd., and associatedcompanies:— Automobile Electrical Equipment, by A. P. Young and L.Griffiths. Price 25s. Celestial Navigation for Yachtsmen, by M. BLewitt. Price 5s. Radio Laboratory Handbook, by M. G. Scroggie. Price 15s. Road Transport Law, by L. D. Kitchin, A.M.Inst.T., (revisedby E. K. Wenlock). Price 7s 6d. Fanner and Stock-Breeder Year Book 1951, by Farmer andStock-Breeder Publications, Ltd. Price 7s 6d. Basic Refractories: Their Chemistry and Their Performance,by J. R. Rait. Price 60s. The Motor Cycle Diary, 1951. Price (morocco leather) 5s 6d;(rexine) 3s 8d. Wireless Servicing Manual, by W. T. Cocking. Price 12s 6d. Technical Instruction for Marine Radio Officers, by H. M.Dowsett. Price 60s. The Motor Vehicle, by K. Newton. Price 35s.Television Receiving Equipment (3rd edition), by W. T. Cocking. Price 18s. Motor Cycle Cavalcade, by "Ixion" of The Motor Cycle.Price 10s 6d. Note.—All the above are obtainable at the prices quoted frombooksellers, or (plus postage) from Iliffe and Sons, Ltd., Dorset House, Stamford Street. London, S.E.I. Radar Simply Explained, by R, W. Hallows. Chapman and Hall, 37, Essex Street, London, W.C.2. Price 10s 6d. Atomic Energy for the Layman, by Sir Arthur L. Dixon. Chantry Publications, Ltd., 63, Neal Street, Shaftesbury Avenue, London, W.C.2. Price 8s 6d. Power Duration Models, by R. H. Warring. Percival Marshall and Co., Ltd., 23, Great Queen Street, London, W.C.2. Price 6s. Fly With the Pilot, by Alan Buck. Quality Press, Ltd., 18, Adam Street, Adelphi, London, W.C.2. Price 3s 6d. The Navy Year Book and Diary, 1951. The Navy League^ Grand Buildings, Trafalgar Square, London, W.C.2. i Planning in Practice, by Ely Devons. Cambridge University. Press, Bentley House, 200, Euston Road, London, N.W.I. Price 10s 6d. Aeromodeller Annual, 1950. The Model Aeronautical Press^ Ltd., Allen House, Newarke Street, Leicester. Price 7s 6d. '£•• Whites Air Directory and Who's Who in New Zealand Aviation. White's Aviation Publications, Dilworth Bldg., Auckland, C.I., New Zealand. Price 7s 6d. Appointments in His Majesty's Colonial Service. His Majesty's Stationery Office, York House, Kingsway, London, W.C.2. Price 2s. How to Write Technical Books, by John Gloag. George Allen and Unwin, Ltd., Ruskin House, 40, Museum Street, London, W.C.1. Price 12s 6d.
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