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Aviation History
1951
1951 - 2297.PDF
630 FLIGHT, 16 November 195; CORRESPONDENCE . . . if the seats parted from the floor or were rapidly projected in all directions. (Here he indulges in the same generalizing, incidentally, which he condemns.) I differ. In the first case the occupant is still protected and in his seat in the first and worst impact, which is taken up by the back of the seat—and, with adequate head squabs, the head of the passenger behind is not hit by the back of the sheared-off seat. In the second case there is still a very good chance of the back of the seat taking the first and worst blow. In both cases, with proper seat-design, so that armrests project beyond the knees (easily achieved by recessing the seat portion slightly) telescoping may not necessarily injure or jam the legs of the occupants of backward-facing seats. As for seats withstanding some arbitrary g figure, I venture to suggest that the problem is the same with either forward or backward-facing seats. Mr. Haimes asks whether the limits are known, and with what success they have been reached. It may be of interest to mention, therefore, that the U.S. Military Air Transport Service is using folding rearward-facing seats on C.97 transports which are stressed to withstand i6g (fitted by Lock- heeds, they are made by Beech Aircraft). But even if such high- g strains and stresses were always encountered in a high-speed crash (which is not the case) is this any argument against providing protection in relatively low-speed ones ? Mr. Walter Tye, Chief Technical Adviser to A.R.B., pointed out in his recent paper that when an aircraft slides a distance of only one length the deceleration is usually only 6g; and that while in a 20g crash the unsupported head strikes objects at about 6oft/sec the skull could, with good design of objects in front, withstand impacts of 50 to iooft/sec; the latter is a dubious advantage in favour of facing forwards, but interesting all the same. For future reference (rocket-ship designers please note) seats able to withstand 4Og will no doubt be a requirement, since this is said to be the limit the human frame can stand when evenly supported; but here again this is no argument against dealing with present problems on the basis of maximum probability, and that we can do if we try. Mr. Haimes says it is no use citing one or even several accidents as proof of the value of backward-facing seats. Yet that is exactly how accident investigators do evolve safety precautions—and what accidents are there at all which can be specially cited against backward-facing seats ? He says we are faced with a dilemma where we are unable to prove theory through lack of evidence until that theory is proved. Well, this applies to all theories, which all have to be proved in practice—all aeronautical and other advances are made that way. He concludes that operators will not risk their money without conclusive evidence. But what risk to their money is involved? Merely turning seats round costs nothing if incorporated in origin; 1 design, and the need for strengthening seats is the same in eithe r case—if anything, a forward-facing seat needs to be stronger. As for medical evidence, Dr. Teare's figures for the Viking fatalities at London Airport in October 1950 give clear enough indicatici of what has to be avoided. East Twickenham, Middlesex. DENIS HORNSEY. " Modern Montgolfier " NO theory is better than the assumptions on which it is based.The author of the article on the hot-air dirigible (Flight, November 2nd) seems to assume that a fixed mass of air is involved, as sometimes occurs in meteorological problems; but to maintain an airship of constant volume the air would have to be released with . increase in temperature and altitude. The lift would then be less than that of a helium-filled airship. In fairness to the author I ought to confess that I had a very similar idea not long ago, but it is practically worthless. On another subject, use of the prefix "air" in "airstrip," "air- field," "airport"' and, now, "airstop," is hardly in keeping with their nature, and without parallel in water and land transport. As an alternative term for a helicopter station I should like to propose "gyroflat." Manchester, 19. G. R. BARRATT. Naming the P.1067 REFERRING to correspondence on the naming of the HawkerP. 1067, I write on behalf of some of the boys of No. 263 Squadron to suggest that it be named "Hawker Hurricane," as a symbol of the Battle of Britain, and to remind us that we depended on these fighters to see us through. Norfolk. PETER J. TROTT. [It seems a little early for such a famous name to be repeated; it could lead to confusion.—ED.] MY suggestion is "Hurrifire"; I choose this because theHurricane and Spitfire fighters were the best of their day, and the P. 1067 is the world's best now. Manchester 14. P. LUCAS. 174F Squadron, A.T.C. WITH so many excellent names suggested in your leadingarticle "Names and Fames" (October 12th), I cannot under- stand why anybody else needs to make suggestions. I do, however, hope that whatever name is finally chosen, the old-established custom of alliteration (now so often neglected) will be adhered to. London, N.W.3. D. BROWN. FORTHCOMING EVENTS This week we give a full list of events so far notified. Also included are the Royal Aeronautical Society's branch fixtures to the end of the year; normally, it is impracticable to list these events, as there are now so many branches, all of which arrange numerous lectures and other functions. The extent of the list, and the calibre of many of the lecturers, bears-witness to the healthy state of the Society's provincial offshoots. Nov.Nov. Nov. Nov. 2222 23 24 Dec.Dec. Dec. Dec. 7.7. 7. 11. Dec. 12. Dec. 12. Nov. 21. R.Ae.S. Brough Branch: "Role of Aircraft in Future Warfare," Dec. 6. by Air Marshal Sir Robert H. M. Saundby, K.B.E., C.B. M.C., D.F.C., A.F.C.. R.A.F., ret. Nov. 21. R.Ae.S. Coventry Branch: "Integrally Stiffened Wing Struc- tures," by A. F. Newall. A.F.R.Ae.S. R.Ae.S. Portsmouth Branch: Film Evening. R.Ae.S. Main Lecture: "Problems of Transonic Flight," by A. N. Clifton, B.Sc., F.R.Ae.S. (at Cheltenham). Helicopter Association: "The Giant Helicopter," by O. L. L. Fitzwilliams, B.A. Society of Licensed Aircraft Engineers: Main Lecture: "Func- tioning of a Manufacturer's Servicing School," by D, W. Richardson, M.B.E., A.F.R.Ae.S. Nov. 24. Royal Air Force College, Cranwell: Rugby and Squash v. R.N.C. Greenwich (away); Soccer and Rifle Shooting v. R.M.A. Sandhurst (away); Old Cranwellians Dinner (Lon- don). Nov. 27. R.Ae.S. Section Lecture: "Aircraft Simpification v Efficiency," by W. S. Farren, C.B., M.B.E., M.A., F.R.S., M.I.Mech.E., F.R.Ae.S. Society of Instrument Technology: "Visual Presentation," by K. F. H. Murrell, M.A., F.R.P.S. R.Ae.S. Weybridge Branch: "Space Flight," by A. C. Clarke, B.Sc., F.R.Ae.S. R.Ae.S. Southampton Branch: "Developments in Aircraft Production and Engineering," by Prof. J. V. Connolly, B.E., F.R.Ae.S.. M.I.Prod.E. R.Ae.S. Main Lecture: "Structural Problems in Advanced Aircraft" by H. H. Gardner, B.Sc., F.R.Ae.S. Pathfinder Club Annual Ball. Dorchester Hotel London. Royal Air Force College, Cranwell: Boxing v. R.M.A. Sand- hurst (home). R.Ae.S. Derby Branch: "The Aviation Engine," by A. Cdre. F. R. Banks, C.B., O.B.E., F.R.Ae.S. R.Ae.S. Bristol Branch: "Development of Future Fighter Aircraft," by P. W. Wreford-Bush, A.F.R.Ae.S. R.Ae.S. Chester Branch: "Metallurgical Aspects of Engineer- ing Design." by L. Marshall, A.F.R.Ae.S., A.M.I.Mech.E., A.I.M. Royal Air Force College, Cranwell: Rugby and Squash v. R.M.A. Sandhurst (home). Royal United Service Institution: "The War in Korea, with Special Reference to the Difficulties of Using our Air Power," by W/C. P. G. Wykeham-Barnes, D.S.O., O.B.E., D.F.C., A.F.C. Mar. 21. Dec. 6. R.Ae.S. Portsmouth Branch: Branch Dinner and Brains Trust. Nov. Nov. Nov. Nov. Dec. Dec. Dec. ' Dec. Dee. Dec. D.c. 27 28 28 29 1 1 3 3 4 S 5 Dec. Dec. Dae. Dec. Dec. Dec. Dec. Dec. Dec. Jan. Jan. Jan. Feb. Jan. Feb. Feb. Feb. Feb. 12. 13. 18. 18. 19. 20. 20. 21. 28. 18. 18. 28- 1. 29. 11. 15. 22. 23. R.Ae.S. Main Lecture: "Air Intakes for Gas Turbines," by J. Seddon, A.F.R.Ae.S. Herts and Essex Aero Club: Annual Dinner and Dance. A. and A.E.E., Boscombe Down: Constructors' Dinner. G.A.P.A.N.: Reception, Mansion House, London. R.Ae.S. Graduates' and Students' Lecture: "Naval Aircraft", by D. L. Hollis Williams, F.R.Ae.S. R.Ae.S. Gloucester and Cheltenham Branch: "Effect of Jet Engines on Aircraft Design," by H. W. V. Steventon, M.I.Mech.E., A.F.R.Ae.S. R.Ae.S. Brough Branch: "Thirty Years of Naval Aircraft," by G. E. Petty, F.R.Ae.S., M.I.Mech.E. R.Ae.S. Weybridge Branch: Brains Trust. R.Ae.S. Manchester Branch: "The Dart Engine," by A. D. Jackson, A.F.R.Ae.S. R.Ae.S. Bristol Branch: Brains Trust. Chairman, N. E. Rowe, C.B.E., D.I.C., B.Sc., A.C.G.I., F.R.Ae.S. R.Ae.C: Film Show, Londonderry House. R.Ae.S. Coventry Branch: Film Evening. R.Ae.S. Portsmouth Branch: Film Evening. R.Ae.S. Main Lecture: "Control-»urface Flutter," by E. G. Broadbent, A.F.R.Ae.S., and W. T. Kirkby, A.F.R.Ae.S. Institute of Navigation: "Meteorology and Navigation," by Lt. Cdr. P. G. Satow, D.S.C., R.N. R.Ae.S. Weybridge Branch: Annual Dance. Helicopter Association: "A Review of Helicopter Patents," by L. H. Hayward. Institute of Navigation: "Navigational Errors," by W/C. E. W. Anderson, O.B.E., D.F.C., A.F.C. Institute of the Aeronautical Sciences: 20th Annual Meeting, New York. Society of Instrument Technology: "Mechanical Consideration in the Design of Servo Systems," by Prof. A. Tustin. Institute of Transport: Brancker Memorial Lecture, by Cape. E. D. Clarke, M.C. Institute of Navigation: "Navigation Aids for Military Air- craft," by S/L. D. Bower. Helicopter Association: "Helicopter Power Plants," by A. Graham Forsyth, B.Sc., F.R.Ae.S. Society of Licensed Aircraft Engineers: Main Lecture: "Some of the Responsibilities and Problems of an Airworthiness Authority," by R. E. Hardingham, O.B.E., F.R.Ae.S., M.S.L.A.E. Helicopter Association: "Recent Helicopter Research Inve.'ti- fations," by W. Stewart, B.Sc.
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