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Aviation History
1951
1951 - 1304.PDF
and AIRCRAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2216 Vol. LX. FRIDAY, 13 JULY 1951 EDITOR MAURICE A. SMITH, D.F.C. ASSISTANT EDITOR H. F. KING, M.B.E. TECHNICAL EDITOR C. B. BAILEY-WATSON, B.A. ART EDITOR JOHN YOXALL Editorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, • LONDON, S.E.1. Telegrams, Flightpres, Sedist, London. Telephone, Waterloo 3333 (60 lines). Branch Offices: COVENTRY '..'.. 8-10, Corporation Street. Telegrams, Autocar, Coventry. Telephone, Coventry 5210. BIRMINGHAM, 2 King Edward House. New Street. Telegrams, Autopress, Birmingham. Telephone, Midland 7191 (7 lines). MANCHESTER, 3 260, Deansgate. Telegrams, Iliffe, Manchester. Telephone, Blackfriars 4412 (3 lines). Deansgate 3595 (2 lines). GLASGOW, C.2. 26b, Renfield Street. - Telegrams, Iliffe, Glasgow. Telephone, Central 1265 (2 lines). SUBSCRIPTION RATES Home and Overseas: Twelve months O 3t, Od. U.S.A. and Canada, $10.00 BY AIR: To Canada and U.S.A., fix months, $16. IN THIS ISSUE: Jet-era Flying Training - 30 American Private Aviation 36 West African Wayfarings - 38 Techniques Franchises- - 41 Evolution of the Guided Missile 45 A 1903 Engine Re-born - 49 The Technical Cold WarR USSIAN advances in the design and production of military aircraft were floodlit on two occasions last week-end. The first was a conference in London, whereat General Vandenberg, Chief of Staff of the U.S.A.F., expressed himself in unequivocal terms concerning Russian technical developments and her massing strength. One of the more disquieting of the General's declarations was that the Mig-15 fighter— many hundreds of which are in operation—is superior in certain respects to the F-86 Sabre, hitherto considered to have no equal in its class. This being so, it is earnestly to be hoped that the Sabre will prove as amenable to development as did its last war counter- part, the Mustang. Happily there is an indication that re-engining and improvement of controls are already paying dividends in fighting performance, though, as intimated on this page a week ago, there is some reason for concern in the vital matter of armament. The second of the week-end events referred to—the great annual display at Tushino airport—confirmed that Russia herself continues to forge ahead in design, though the extent to which her new fighters are related to the Mig-15 is not Yet clear. Though, as General Vandenberg has reminded us, Russia is building up a long-range strategic bomber force, there is no report of any new heavy bomber at the Tushino display. Meantime, however, the Russian Superfortresses continue to issue from the factories in mounting numbers. Indeed, it would seem that the Russians' aim is to achieve not only a massive air force, but a well-balanced one, for included in the display were new examples of fighter/bombers, flying-boats, amphibians and helicopters. The writing on the wall is as clear as the Communist slogans blazoned above Moscow by massed formations. Helicopter Trends AVERY interesting stage has been reached in the progress of helicopter design,and it is difficult to foresee which of the many configurations and methods ofproviding power for the blades will sort themselves out and form clear-cut lines of development. As an example of conflicting requirements and opinions, we may quote the fact that military authorities seem at present to favour the simplicity of the single-piston-engine, single-rotor machine for over-land or over-water work, while commercial operators, with passenger services in view, are looking for twin-engined safety. Some authorities see a requirement for the helicopter made speedier by the addition of small fixed wings; others disagree. Again, American and French designers are working on jet-driven blades down to the smallest aircraft sizes, while designers in this country consider this type of power to be better suited to the larger designs. All types have their advantages and disadvantages, of course. It may be well to point out that two or three rotors give no more guarantee of safety than one. A blade lost is just as disastrous an occurrence in each type. Moreover, there must be additional weight, complication and cost in connection with each additional rotor. If the consideration be one of loading and load distribution, the Westland company, for example, believe the single-rotor design to be satisfactory up to very large sizes and weights provided that the hold is well positioned. There may prove to be a direct parallel between the monoplanes, biplanes and triplanes of the fixed-wing world and the number of rotating wings to be employed. For the helicopter, gas turbines have certain obvious advantages in power-to-weight ratio, but at the accepted operating heights and speeds are uneconomical in fuel. If a mechanical drive is required, the high running speed brings gearing problems with it. Even the ramjet on the blade tip is not without its fuel-metering difficulties, not to mention a thirst even in excess of that of the gas turbine—and, of course, noise. One fact is encouraging: namely, that the British manufacturers of helicopters, though they may have been temporarily left behind in construction and production, are coming through to the forefront in knowledge and with original ideas.
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