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Aviation History
1952
1952 - 0706.PDF
320 FLIGHT, 21 March 1952 NAVAL AVIATION ARGUMENTS . . . the G.R. 17 was equipped to fly on cruising power rather than on the majority of its complete horse-power all the time. Cdr. Bennett then made the interesting suggestion that there was a strong case for the establishment of R.N.V.R. helicopter squad rons. He foresaw a rapid expansion of the use of helicopters at sea in time of war, especially for anti-submarine work. Having heard that conventional fixed-wing training militated considerably against the techniques required of a helicopter pilot, he thought the formation of special squadrons would allow helicopter pilots to be trained without any of the vast outlay and completely un necessary and, in fact, contradictory outlay on training them as conventional pilots. Replying to the debate, CDR. ALLAN NOBLE, Parliamentary Secretary to the Admiralty, said that of the aircraft carriers now in being only the Victorious was at the moment committed to modern ization. What the future policy would be, both for the carriers on which work is not going on at present and the carriers that would be suitable for modernization was based on a comprehensive plan. There had to be balanced carrier forces, both as task forces of Fleet carriers and as trade protection carriers. Cdr. Noble said he preferred to use the term "Naval Aviation" as he thought it fitted in with what the First Lord had said—that aviation was now an integral part of the Navy, and they did not want people to think of it as a separate arm. The aircrew position was better, he added. Advertising had done a great deal of good and it was remarkable to see the graph of how applications went up after it started. But there was still a long A NUMBER of projected designs for wind tunnels have appeared in recent years in which a standard aircraft turbojet is used to provide the desired airflow. This system commonly makes use of the "ejector" principle, whereby an airflow or liquid with high velocity can be made to promote a greater mass-flow at a slightly reduced velocity. When a turbojet is used in such a manner, care has to be taken to preserve representative operating conditions at the tailpipe j engine temperatures can rise rapidly if any restriction is placed in the tunnel into which the engine exhausts. One of the first large-scale tunnels actually to be built on this principle is now under construction at the Saab Aircraft Company's works at Linkoping, Sweden. Designed for operation at super sonic or high subsonic speeds, it will be used both for fundamental transonic research and for the development of new aircraft types. The tunnel has been built under contract to the Royal Swedish Air Force. The engine cell and test house were finished last year and work on the tunnel itself has continued during die winter; the complete installation should be ready for use very shortly. Four de Havilland Goblin turbojets—probably taken straight THE British Standards Institution has published an addendum and specifications covering requirements for steels for the manufacture of aircraft bolts by cold forging. The Standards concerned are: S. 102—carbon-molybdenum steel (wires only for the manufacture of cold forged bolts of J in shank-diameter and over); S.103—low nickel-chromium steel (wires for the manufac ture of cold forged bolts of $ in shank-diameter and over); S. 105— carbon steel (wires only for the manufacture of cold forged bolts not exceeding J in shank-diameter). Copies of these standards may be obtained from the British Standards Institution, Sales Department, 24 Victoria Street, London S.W.i, price is each, post free, way to go, and a 50 per cent increase was needed over the present intake. The Parliamentary Secretary then dealt with the question of Coastal Command and Naval Aviation. After the war, following Departmental discussions, there was an agreement between the Admiralty and the Air Ministry on what should be done. Briefly, it was that die Navy was recognized as normally die predominant partner in combined sea-air operations. The total strength of the maritime arm of the R.A.F. was determined by the Chiefs of Staff or higher authority, and its allocation to the various theatres was a matter for Admiralty and Air Ministry agreement. Everything possible was being done to achieve co-operation at all levels. There was a joint sea-air warfare committee which was set up to go into questions concerning both the Services. There was also the joint A/S school at Londonderry. The Admiralty's position was that, should either party to the agreement wish to revise it, it was open to them to start discussions. If the proposed change was a major one it would be for the Govern ment to decide. Cdr. Noble added that the Admiralty had not so far asked, and were not at present asking, for any such change. Commenting that he had to choose his words carefully, he said, "In any such future consideration the Admiralty would need to take into account not only the arguments of principle, for and against a fundamental change in the administration of maritime aircraft, but also the large practical problems which would be involved if the decision should be in favour of such a change. At the moment we have a good many pre-occupations in getting on with the rearmament programme as fast as we can with the resources available." from the Saab assembly-line—are fitted at 90-deg intervals around the "exhaust" section of the tunnel, into which their efflux is injected at an angle of about 30 deg to the tunnel centre line. Main engine combustion air is drawn in from each side of the engine cell through large rectangular screens. The tunnel air, induced by the turbojet exhaust, enters at a bell-mouth, the interior of which is tapered to accelerate the air and reduce the pressure. The air traverses die working section, which is the length of minimum cross-section, and then enters the expanding exhaust pipe. Here, it mixes with the efflux from the Goblins and is then allowed to return to atmospheric pressure in a diffuser before being finally expelled through an outlet swept up at 45 deg. Condensation in the low-pressure inlet funnel is pre vented by pre-heating the intake air; this is achieved by tapping a small proportion of the tunnel efflux and leading it back to a heat- exchanger in the intake. The utility of such a tunnel is greatly increased if a number of different test-sections can be inserted. In the case of the Saab tunnel, two different working sections have been made; for sub sonic work, a section 3.3ft by 2.3ft is employed while the supersonic insert is 2.3ft square in section. Another standard published (price is.) is B.S. SP.47 : 1952, for single-coil spring washers for aircraft, while a further addendum (available free of charge) is No. 1 to B.S. 1161 : 1951; it takes the form of notes on aluminium and aluminium alloy sections. Other new specifications recently announced include three items, B.S.G. Nos. 137-9: i?52> respectively referring to extra- low voltage D.C. flashing units for aircraft navigation-light sys tems; low-voltage ram-air pressure switches; and simple aircraft dashboard clocks. These three standards are priced at is each. In addition, B.S. 1791 and 1815, relating to cotton-covered and enamel/cotton-covered round copper wires, have been issued at 2s. each. A "FOUR WINDS" TUNNEL Quartet of Goblins to Operate New Saab Subsonic/Supersonic Installation ES: ill m m m General arrangement of the four-Goblin wind tunnel. The fourth turbojet is, of course, on the far side of the main extractor duct. NEW BRITISH STANDARDS
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