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Aviation History
1952
1952 - 1229.PDF
2 May 1952 539 and were standing, shrouded, waiting to be fixed in their places on the floor. The immense size of this building is most impressive and its capacity for production must be very large indeed, for it should be remembered that more than half the detail work on the Orenda is sub-contracted to some four hundred individual firms. The aim is, of course, to establish the Orenda as an alternative power plant to the J-47 in the Sabre. If this installation proves successful— and the Orenda-Sabre has done a lot of flying—it opens up enormous possibilities. Also, if production of the Orenda builds up well toward the end of this year, or the beginning of 1953, it should do much to overcome the shortage of axials, particularly the J-47, that is beginning to cause worry in many quarters. On the design side the Orenda is not static. The Solar Aircraft Company is developing an afterburner for it and trials of both thermal and alcohol de-icing are being conducted. This experi mental work is carried out both in the new silenced test houses at Malton and in the ex-Government research establishment at Nobel in the hills a hundred miles north of Toronto, where compressors and combustion chambers can blare away without disturbing anyone. Another aspect of Avro's activities has been an intensive development programme on new tools and shop processes. Members of the staff are encouraged to try out new ideas, and the firm then patents the process, giving the inventor an interest in his work. The pantograph tracer for reproducing turbine blade profiles is an example of native tool-design. Indicative of the scale of equipment at Avro's is the fact that it is one of the few aircraft firms using an "electronic brain"—the I.B.M. Card Progressing Calculator; this is used for such varied work as turbine-blade calculations, flutter matrix solutions, and P.A.Y.E. deductions! The conclusion one reaches about Avro's is that the firm has met with all the troubles common to a very rapid expansion from an individualistic unit of a few hundred people to an organization A recent photograph of the new gas-turbine plant, which covers nearly 500,000 sq ft. In the foreground are partly completed test-cells. of 6,000 in only five years. Initial design, possible in a small firm, was excellent, but the transition to production and the passing over of original work to new personnel has been difficult and has led to delays that had not been foreseen Certainly an extensive training scheme for new staff wajs undertaken, but this must have occupied the time of many of the original team. Now, however, the company is off to a new start and if the re-organizing has been sound it will be one of the greatest engine/airframe companies in the world. Only results can give the true assessment of worth. (To be continued) COMET FUELLING VALVE AS described in Flight of February ist, 1952, the de Havilland Comet has a more advanced fuel system than any airliner at present in service; in particular, transfer rates for both refuel ling and dumping are higher than elsewhere. Both refuelling and jettisoning are carried out along common pipes and automatic shut-off and relief valves are provided. These valves have been developed by Flight Refuelling, Ltd., specifically for the Comet. The operating solenoid is controlled by a float-switch, but addi tional switches enable seleaive filling of certain tanks to take place. (b) (c) Operational sequence in the F.R. Mk12 valve. Known as the F.R. Mk 12, the filling-valve operates in the sequence shown in the accompanying drawings. In the static condition <"a) the solenoid is de-energized. The light return spring holds the rubber sealing ring against the step machined in the barrel, thus preventing condensation and the ingress of foreign matter into the tank. Before fuel can enter the tank, the solenoid must be energized (b); it then unseats the plunger, permitting fuel to flow into the lower chamber through the hollow valve stem and out into the tank. Should the solenoid current cease to flow— e.g. by the action of a manual or float switch, or through electrical failure—the solenoid plunger is seated by its spring, and pressure is built up in the lower chamber, thus lifting the piston to close the valve (c). To prevent dangerous pressure build-up at shut-down, a relief spring is placed between the piston body and crown (d,. In the Comet tanks, this operates at 36 to 38 ib/sq in; normal delivery is at 30 lb/sq in Current consumption is 0.3 amp at 24 V. THE DOMINANT FACTOR FEW roles are more difficult to play than that of prophet. Already the theories of Clausewitz and Mahan have fallen before the new weapon of air power, of which Major Seversky is the supreme prophet; and one can only wonder if his beliefs as expressed in his excellent book* (now published in this British edition) will stand better the test of time. Shall we, in fact, see even bigger bombers than the B-36, automatically flown and defended, attacking targets with atomic-headed V.2S, and manned by crews who fight their battle from an armoured control room in the heart of the aircraft? Will such aircraft, if they exist, be atomic-engined flying boats? Or will Seversky's big bombers be made unnecessary by development of ultra long-range jet- fighters carrying baby atomic bombs and, later, by small, expend able, highly-accurate pilotless bombers ? One thing is certain—unless we take heed of Major Seversky's present warning that air power, and air power alone, can save the Western world from the threat of annihilation by Russia, the answer to those other questions may be purely academic, because we shall not be here to find out! Nor should we place too much faith in the atomic bomb to scare off our potential enemies. Seversky made a study for the U.S. Government of the effects of atomic and high-explosive bombs dropped on Japan and Germany during World War II, and his conclusions will dis illusion any who regard A-bombs as the ultimate weapon. * "Air Power: Key to Survival," by Alexander P. de Seversky (with a Foreword by Air Chief Marshal Sir Philip Joubert de la Ferte). Herbert Jenkins, Ltd., 3 Duke of, York Street, London S.W.I. Illustrated. 21s. AIRSCREW WITH A NEW TWIST Three views of the new modified Fairey'-Reed metal aincrew, with re duced-thickness "flat" hub, for the Blackburn and General Aircraft Cirrus Bombardier (see page 459, Flight, April 18th).
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