FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1952
1952 - 0159.PDF
69 FLIGHT, 18 Jan. 1952 In the left-hand photograph Mr. T. 0. M. Sopwith is shown receiving his illuminated address from Mr. H. M. Woodhams, C.B.E., F.R.Ae.S„ managing director of Sir W. G. Armstrong Whitworth Aircraft Co., Ltd., while on the right are the four senior directors of the Hawker Siddeley Group immediately after receiving their caskets and illuminated addresses. Seen from left to right are Mr. H. Burroughes, Sir Frank Spriggs, Mr. T. 0. M. Sopwith and Sir Roy Dobson. The portrait of Sir Frank visible in the background of the right-hand photograph, is not, of course, so indistinct as it appears here; it is reflecting the photo-flash. SENIORS' SERVICE Hawker Siddeley Group Executives Celebrate a Long Time in Harness SIXTY-SEVEN members of the boards of all the Hawker Siddeley Group companies, met at Grosvenor House, London, on January 9th. After lunch a number of presen tations were made, foremost among the recipients being the Group's managing director, Sir Frank Spriggs, K.B.E. Sir Frank, who can lay claim to 38 years' service, received a por trait of himself, painted by Cowan Dobson, which was presented to him by Mr. T. O. M. Sopwith, C.B.E., Hon. F.R.Ae.S., chairman of the Group. Mr. Sopwith himself (41 years' service), together with the three other senior directors, Sir Frank Spriggs, Sir Roy Dobson, C.B.E., F.R.Ae.S. (38 years) and Mr. Hugh Burroughes, F.R.Ae.S. (37 years), were then each presented with silver caskets and illuminated testimonials in recognition of having given more than 25 years' service. In expressing his thanks for the portrait, Sir Frank Spriggs stressed the fact that everybody in the Group had the same chance of promotion that he himself had had. Mention was also made of the fact that it had become a standard practice to present a carriage clock to all employees who had completed 25 years' service. Mr. H. T. Chapman, F.R.Ae.S., who acted as master of ceremonies, remarked that, to date, 1,157 such clocks had been presented to employees throughout the organization. (Perhaps the Group will find that a clock production-line would be a profitable under taking !) A PILOT'S GUIDE TO ICING PRIMARILY intended for those concerned with flight operation, a new report* by the Meteorological Office discusses the main physical and met. aspects of ice accretion. After the relevant physical properties of the atmosphere have been reviewed, an analysis of the factors governing the fraction of wafer caught by various parts of the aircraft is included. The composition of a number of cloud types is then considered, together with the charac teristics of icing to be expected. Up to this point the report may be termed academic, yet it should be of great help to pilots in its clear and concise presentation of background knowledge. The remaining three chapters are eminently practical, dealing respectively with airframe and engine icing and flight procedure. The section on airframe icing shows that, while accretions are most severe on leading edges, they may also build up out of sight of the pilot, who may only infer their presence by the performance of the aircraft. A photograph of the underside of a DC-3 wing vividly illustrates this point and also shows the build-up of ice on each of the mushroom-head rivets under the main spar. The next chapter principally concerns piston engines, although a brief section on gas turbines notes the sensitivity of axial com pressors to even a light accretion. The final—and probably most valuable—section describes the precautions which (apart from the use of de-icing equipment) should be taken, both before and during flight, to avoid ice accretion. Mention is made of the employment of radar for the detection of liquid and frozen water in the atmo sphere, and of the types of echo to be expected from a given kind of atmosphere. Emphasis is laid on the fact that, while icing will probably be minimized by avoidance of radar echoes at air tem peratures below O deg C, the absence of an echo does not imply freedom from icing. In conclusion, descriptions are given of a number of standard types of atmosphere, together with hints upon adopting the best flight procedure. As an appendix, eight charts are provided show ing the mean heights of the isothermal surfaces of O and —40 deg C for representative months in the Northern Hemisphere. The accompanying photographs are excellent. * "Ice Accretion on Aircraft" Meteorological Report No. 9). 15. 9d., H. M. Stationery Office. Price GAS-TURBINE SPRAY ANALYSIS "Rate of Evaporation of a Kerosine Spray," by W. Sacks. Note 7, Reports of Canadian National Aeronautical Establishment, Ottawa. THE mechanism of the ignition of kerosine sprays by electric sparks, as occurs during the light-up of a gas turbine, is at present imperfectly understood. During Canadian experimental work it became desirable to estimate the rate of evaporation of such sprays, and this is the resulting report. The method adopted was to pass an air stream at a controlled rate through a spray in a cylindrical chamber, and determine the resulting fuel concen tration by gravimetric analysis. The measured evaporation was one-hundredth of that calculated by equations derived by Hop kins and Probert from the Rosin-Rammler distribution law. The report attributes this difference mainly to the inaccuracy of the simple Langmuir evaporation expression when applied to a col lection of droplets.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
