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Aviation History
1952
1952 - 0458.PDF
202 FLIGHT FROM ALL QUARTERS . navigational training; photo-reconnaissance, mapping and survey ing; bombing, maritime reconnaissance and anti-submarine work; and air-sea rescue. At least one has been converted into a testrbed, on the well-known English formula, by replacing the outer Merlins with Avro Canada Orenda turbojets; this particular aircraft is stated to be capable of straight and level flight on one Orenda only, with the other three power plants shut down. The present R.C.A.F. Lancasters are fully winterized and carry a great deal of new equipment not visualized in the original design. Although many have spent long periods deteriorating in dumps and maintenance units, they are now first-line aircraft once more, and there is every indication that they will continue in service for several years. The First Avon-Comet Flies AN appropriately unspectacular but extremely important first • flight took place last Saturday, February 16th, when the first Series II or Avon-Comet made an entirely successful two-hour flight, returning to Hatfield at dusk. At the controls was de Havilland's chief test pilot, John Cunningham, and Peter Bois assisted him. Other members of the crew were A. J. Fairbrother (aerodynamics department); J. Marshall (instruments); and E. Brackstone-Brown (flight engineer). This first Series II Comet is a Ministry of Supply prototype and No, 6 airframe off the line. While its flight-development programme is in hand the present batch of Series I and iA Comets will be completed, and work will begin on the first production Series lis for which B.O.A.C. and other operators hold options. Series II Comets have axial-flow Rolls-Royce Avon turbojets in the 6,500-lb-thrust class and with appreciably better fuel con sumption figures than earlier types of centrifugal turbojet. They will have wing tankage for 7,000 gallons of kerosine, which is sufficient for airline stage-lengths of 2,250-2,500 miles. The all-up weight is expected to build up by stages to a maximum of about 120,000 lb. According to The Sunday Times, 45 Comets are now on order, and we believe that if what may be termed "firm options" are included, this figure may be even an under-estimate. The makers' latest announcement says that 35 are on order, of which 24 will have Avons. However, as mention has already been made of 22 Series Is and IAs, this might indicate that some of the first batch will, after all, have Avons, or more likely, that 46 at least have been spoken for; that all Comet Is of the first batch have been allocated was recently made clear. The de Havilland company is understood to be making special efforts to increase the production rate of Comets. Shortage of manpower is the main problem, and the only solutions seem to lie in increased accommodation locally, even of a temporary nature, and/or the daily transportation of more workers to Hatfield by coach. At Blackpool—But Not on Holiday "OROM Hawker Siddeley Group comes news that Mr. Edward * H. Jefferson has been appointed resident director of Hawker Aircraft (Blackpool), Ltd., the company formed to manage the big Squire's Gate factory and airfield recently acquired by Hawkers. "This move shows how im portant we feel our Blackpool factory to be," said Mr. Neville Spriggs (general manager) last week. "Mr. Jefferson has been with us at Kingston for 31 years, and it is going to be difficult to spare him. But the normal problems involved in building up a new plant always need constant high-level attention, and he is obviously the man for the job." Mr. Jefferson's first post with Hawkers was in the inspection department, and in 1922 he be came the company's only inspec tor. The department expanded, and he became chief inspector in 1938. He was appointed quality controller in 1947, joined the board in February, 1951, and was made works director last June. He has, of course, been intimately concerned with the production of the P. 1067, and he will need to pay frequent visits to Hawker's other plants, at Kingston, Langley, and Dunsfold. Mr. E. H. Jefferson. AERODYNAMICS: The stabilizing tailplane of the new US.A.F. airborne lifeboat, described below, keeps the craft steady in the air before the parachute opens. Final acceptance tests have now been completed. Automatic Airborne Lifeboat ALTHOUGH survivors must still climb aboard by their own •**• efforts, a new American airborne lifeboat relieves them of almost all further responsibility or physical exertion. The all-metal craft is 30ft long and weighs 3,500 lb. After release from the carrying aircraft, the boat is lowered by parachute into the sea and guided by radio to the survivors. The radio and electrical control systems were developed by the Westinghouse Electrical Corporation, of Pittsburgh, from original equipment designed by the Wright Air Development Center, Dayton, Ohio. Five frequencies are employed. The first signal, at 995 cyc/sec, operates a group of relays to jettison the tailplane, a second group to release a guard over the propeller, and further groups to open engine air vents, start an engine-compartment air blower, crank the four-cylinder petrol engine until it starts, and release a sea anchor. A second signal at 3,000 eye 'sec puts the boat into forward gear, and opens the engine to half-speed. For altering course, 650 cyc/sec produces a turn to port and 300 cyc/sec a turn to starboard. The fifth frequency of 1,390 cyc/sec is an emergency stand-by; if the boat's magnetic-compass steering fails, this frequency can by-pass it and act on the rudder directly. When the survivors—a maximum of fifteen—are aboard, they can take over full control if they wish, or they can maintain electri cal control via push-buttons or, if they are very weak, they can leave it to the airborne operator. Provisions for ten days are carried, together with fuel for 800 miles; permanent equipment includes a large solar still for drinking water, a "walkie-talkie" radio, and a canopy. Operation Ski Jump II SINCE the article "Ice-island Airstrips" (page 210 of this issue) closed for press we have been able to obtain further details of the ambitious project which it concerns. Known as "Ski Jump II," the operation is organized by the Oceanographic Section of the Geophysical Branch of the U.S. Office of Naval Research, Washington. Its objects are officially stated to be "to gain knowledge of the Polar Basin and to reveal not only the most practical technique for operating and landing aircraft on sea-ice but also to test the endurance of craft and personnel exposed to extreme Polar environment." The expedition is under the command of Cdr. V. J. Coley, U.S.N., and consists of 34 persons: some are civilian scientists and others are Service personnel. A P2V Neptune and an R4D (the U.S. Navy designation of the Dakota) left Patuxent River, Maryland, on February 10th in order to rendezvous at Point Barrow, Alaska, with another P2V. Point Barrow will be the main base for the expedition. All three aircraft are equipped with ski/wheel landing-gear, and it is stated that "the Polar observations will be made possible by special equipment in the R4D, which is fitted-out as completely as a deep-sea oceanographic vessel." "Poll Tax" on Airline Passengers AS from May 1st passengers as well as aircraft will be subject • to payment of a landing charge on arrival at any one of the State-controlled airports in this country. The charge will be at the rate of 5s. for each passenger arriving from European countries, and 7s. 6d. for each from outside Europe. Those travelling on internal services or from the Channel Islands and the Isle of Man will be exempt. According to the Ministry of Civil Aviation the charges are in line with those made in other countries. The action is, however, unilateral, for, although I.C.A.O. and I.A.T.A. have been con sulted, no agreement has been reached. An equivalent charge made at New York's international airport costs each passenger more than 10s. The new charge, which affects all aircraft operating for hire or reward, is stated to have been introduced to make a contribution towards the cost of providing services and facilities for passengers at State airports. Last year a deficit of £2,300,000 was incurred.
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