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Aviation History
1952
1952 - 0457.PDF
22 February 1952 201 FROM ALL ^*V ~WT T" A "W^ rwi T"S <•» ^** QUARTERS ORANGE AND GREEN national markings dis tinguish these D.H. Chipmunks—three of six ordered for the Eire Air Corps to supplement the Miles Masters and Magisters at the E.F.T.S. at Baldonnel. &-» *^:, - Sir Frank Whittle's Future RUMOURS, current in London last week, that A. Cdre. Sir Frank Whittle is considering an invitation to carry out gas- turbine research work in the United States were later substantially confirmed by Sir Frank himself. One columnist had quoted reports that the gas turbine pioneer "was profoundly dissatisfied with the opportunities he has been offered here." In an interview with The Times aeronautical corres pondent, however, he is quoted as expressing himself "dissatisfied with the lines upon which gas turbines are being developed in this country." The same writer says that Sir Frank has long held the view that Britain's neglect of the centrifugal compressor in favour of the axial-flow type is a mistaken policy. Sir Frank Whittle, it appears, has received invitations to transfer his talent to several countries. He has recently been invited to America "to discuss a proposition," but is deferring his decision until he knows whether the opportunity would enable him to follow the line of development he most favours. Appointed a director of Power Jets (Research and Develop ment), Ltd., shortly after the war, he was Technical Adviser on Engine Design and Production to the Controller of Supplies (Air), M.o.S., from 1946 to 1948; latterly he has acted as B.O.A.C.'s adviser on jet development. It is clear that, so far as Sir Frank is concerned, his attitude is one of principle, and is not in any way concerned with money : in 1948 he was granted £100,000 free of tax on a recommendation of the Royal Commission on Awards to Inventors. Before this he had steadfastly refused, on the grounds that he was a serving officer, to accept any special remuneration in recognition of his jet-engine work. Multiple Flight-refuelling for U.S.A.F.? r TNTIL recently, the high transfer-rate of the Boeing "flying- *-' boom" system of flight refuelling was sufficient to justify its adoption as the standard system for the U.S.A.F. Lately, how ever, the British multiple-fuelling system—developed by Flight Refuelling, Ltd.—has been arousing a good deal of interest in America, and especially since extensive competitive evaluation of the two schemes has been made. One of the advantages acknowledged is that the Boeing boom can feed only one aircraft at a time, while the British system can refuel three. Additional considerations are the bulk, maintenance requirements, and general complexity of the U.S. equipment, together with its high capital cost. These factors are the back ground to reliable reports that the Flight Refuelling method may, in modified form, be adopted by the U.S.A.F. Long-range Jet Flying PI the chair, when S/L. A. E. Callard, D.F.C., delivered his lecture of the above title before the Royal United Service Institution last week, was Air Marshal Sir John Boothman, C.B., D.F.C., A.F.C., Controller of Supplies (Air), who reminded the assembly of S/L. Callard's transatlantic flight in a Canberra, last February. The 440-m.p.h. average speed Sir John smilingly described as "mediocre," though he did not add that the Canberra had battled against stiff headwinds. S/L. Callard outlined the relationship of various technical factors governing the performance of turbojet aircraft and then turned to the limiting factors, suggesting various possible improve ments. His treatment of these two parts was necessarily of a somewhat mathematical nature, with liberally interspersed graphic illustrations; but his next theme—that of operating problems- was more readily expounded to the less technical members of the audience. Turbojets, said S/L. Callard, were now very reliable; but assuming one failure in a four-jet aircraft, a 35 per cent reduction in range might result from the loss of height and consequent higher fuel-consumption. Should cabin pressure fail, a rapid loss of height would be imperative to ensure crew-survival—another consideration affecting fuel reserves. But, as the lecturer empha sized, "fuel is required to carry fuel"; therefore reserves must be calculated intelligently. He considered the present state of know ledge regarding wind speed and direction at height, and of tem peratures also, to be seriously inadequate, and spoke somewhat wistfully of the "ideal case" where it would be possible to arrive at a destination with just sufficient fuel to taxi in; meantime, there were too many unknowns for which to budget. On his own trans atlantic flight, as he recalled in reply to a question, he had arrived at Gander with more fuel remaining than expected, the air tem perature during the latter part of the flight having proved con siderably lower than for standard atmosphere. Thus, for a given pressure altitude the air was more dense; mass flow—and conse quently thrust—increased, and the Canberra was enabled to fly higher, with a material gain in range. Thanking S/L. Callard, Air Marshal Boothman remarked, "We have got the jet; we can't get away from it; and we haven't the chance to alter the pattern." Of flight planning he added that the degree of training of R.A.F. pilots and crews would not permit of their "making up their minds in the air." Wheat or Bombs? (^.ENERAL EISENHOWER is said—reportedly by his Chief ^-» of Staff, Lt.-Gen. Gruenther—to have expressed himself as "extremely concerned" at the slowness of Atlantic Pact countries in building airfields and port facilities. France and the Low Countries are named in this context, and the report also says that Gen. Eisenhower "might have to be granted more authority." The matter arose at last week's preliminary meeting, in Lisbon, of the Military Committee of the North Atlantic Treaty Council. Commenting on this news, a writer in the Daily Mail, remarks that U.S.A.F. officers have found an almost total lack of airfield facilities in France for newly arrived American wings. At the Merignac airfield, near Bordeaux, where the 126th Bombardment Wing, a key tactical formation, is stationed, there are no hangars or base offices and only a small concrete apron on which the 28 bombers can be parked. Such shortcomings, of course, have long been recognized and have been the subject of comment in Flight on more than one occasion. Last June, for instance, in reporting official views at the conclusion of Exercise Ombrelle, we remarked upon the admitted lack of modern airfields in the western part of the Continent. By reason of this deficiency in France, it has been suggested that disused airfields in East Anglia might be re-opened to receive medium bombers for the support of land forces in North-West Europe. From these bases they could operate as effectively as from any in Central France; but the extent to which reoccupation of such war-time airfields would prejudice farming and storage— to both of which activities they are at present devoted—has already occasioned some strong feeling in this country. Old Soldiers SO far as the Royal Air Force is concerned, the Avro Lancaster is now little more than a memory, for the type ceased to be operational just one year ago. Abroad, however, they are still in service. The Argentine Air Force has a number, and the French Navy is now taking delivery of 54 reconditioned aircraft of this type for anti-submarine duties. In Canada, no fewer than 400 Lancaster! were built by Victory Aircraft, Ltd.—which later became Avro Canada—and a number are still in full service in several arduous roles. Since the war, these R.C.A.F. Lancasters have been so com pletely rebuilt as to represent virtually new aircraft, and it is said that conversions may continue for several years. Mr. Sidney Howland, Avro Canada's flight test pilot and analyst, estimates that each aircraft requires some 175 modifications and 20,000 man-hours of work for complete rejuvenation. The "new" Lanes are equipped for various duties, including long-range
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