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Aviation History
1952
1952 - 1769.PDF
27 June 1952 767 tactical use of atomic weapons would be directed against ground troops, airfields and military supply lines. "Decentralization of, and major modifications in, the Air Force system used for the control of aircraft providing close support for ground troops is reported to be urged in the Vista survey...." "The Vista survey also urged, officers said, extensive use of aircraft carriers as bases for atomic attack. But while stressing the importance of the most rapid possible development of atomic weapons for tactical purposes, Project Vista specifically denies that atomic and other new weapons can, as yet, replace so-called conventional arms." "... Its conclusions are interpreted by the Army, by the Navy and by some in the Air Force as a definite blow to the 'big bomber' school of thinking that dominated the Air Force and our strategic concepts for some time after World War II. "The report's defenders, while endorsing many of the general conclusions, admit that the report is somewhat diffuse and seg ments of it are deeply steeped in theory. The big-bomber school, moreover, believes that its own theory of defence will be justified within the course of a few months by the test at Eniwetok atoll, our mid-Pacific atomic proving ground, of the world's first prototype of a hydrogen or thermo-nuclear device. The test device scheduled to be detonated at Eniwetok in the fall cannot be termed a trial of the 'hydrogen bomb,' for the detonation of the device, though dwarfing by far all other nuclear explosions in history if it works, will probably be of considerably less power than the ultimate hydrogen bomb. ..." By the time this column appears in print, there will pro bably be further repercussions to this report. It may well create a minor upheaval. In an election year Congress always seizes on anything which could be made an issue, and this is useful ammunition in connection with the Armed Services and allocation of aviation funds. The big-bomber programme might even be in danger. In the past, and as long as the American public was BELIEVING that, if aircraft accidents cannot be entirely pre vented, then the next best thing is to minimize their con sequences, Mr. J. R. Sturge Whiting (of 7a West Street, Reading, Berks) has devoted considerable time to the invention of passenger- safety devices. In Flight of February 8th, 1951, we described a scheme of his for anchorage of seats to steel cables concealed under cabin-floor carpeting (to prevent break-away and piling-up of seats) and certain airline operators have shown considerable interest in the idea. Now he comes forward with another device (also subject of a patent application), this time for a seat belt which is automatically releasable under an excess g-load, thus relieving a badly shaken passenger of the necessity for thinking how to unfasten his belt, or, at the worst, of enabling rescuers to free him quickly. Needless to say, the inventor has the fire risk in mind. The perspective drawing indicates the general principle of the device, which is intended either for incorporation in an extension of the orthodox manual quick-release buckle or for separate in sertion at any point in the belt. It will be seen that one element of the coupling consists of a flat box, in the slotted sides of which the other element, a simple bridle, is free to slide; the bridle is normally restrained against one end of the slots by two coil springs, the tension of which can be pre-set by suitable means at their anchorages. Near the other end of the slots General arrangement of the automatic-release device. This sketch does not purport to show exact mechanical details, the design of which would depend on production considera tions. The inset illustrates how a neat cover plate, perhaps chromium plated, might be added to the release element. allowed to believe what it wanted to believe—that American control of the atomic bomb was the answer to everything— the supporters of strategic bombing had it all their own way. This belief in the bomb was so deeply rooted through all sections of society that it played a major part in American thinking and policy for several years after the war. Only when it was announced by the President himself that the Russians also had atomic weapons were people jolted into the realisation that they had been putting their faith in a false god and that they too were open to such an attack. This was a severe shock. Whether Project Vista will help or hinder confusion re mains to be seen. • • • nrO conclude on a more pacific note, there has been consider- able mention in both the technical and lay Press here about Lindbergh's non-stop solo flight to Paris 25 years ago. Almost all the papers gave him the credit for opening up the Atlantic transport era—and one or two practically suggested this was the first non-stop crossing. Of the magazines read by this correspondent, not one mentioned Alcock and Brown. It is perhaps natural for the American public to have the idea that Lindbergh's magnificent flight was indeed the first non-stop one, but papers such as Life and American Aviation should have had the knowledge (and courtesy) to include the Vickers Vimy crossing when they reviewed the Atlantic picture—if only for the sake of historical accuracy. Although the flight did not originate in the States, and al though it was an all-British affair it was, after all, the real forerunner of the transatlantic services. The aircraft had two engines, a pilot and navigator, and did land in Ireland. Also, the occupants finished their journey by surface transport— for technical reasons ! What more proof do you want ? are escape channels leading upwards and outwards, the way to which is, however, barred by spring-steel check strips. It should be noted that the tension springs hold the bridle by half-hooks, which would allow it to fall free if tension were relaxed. In use, the springs are so adjusted that under any ordinary loads the bridle is held back in the slots, and out of contact with the check strips. In the event of a crash, however, and a consequent excess g-load, the bridle will be pulled forward, will overcome the resist ance of the check strips, and will so pass them. As tension decreases after the initial shock, the coil springs re-assert themselves and cause the bridle to ride up the outsides of the check-strips and so out via the escape slots. The moment tension is completely relaxed the coil-spring hooks will fall away, thus leaving the bridle quite unattached to the other member. The inventor emphasizes that the device does not merely limit the belt-loading to a pre-determined maximum, but would hold any load up to the full capacity of the belt-strength. Mr. Sturge Whiting has also approached the problem by an alternative method in which the basic principle is similar, but the method of application quite different. In this case a small cylinder is pivoted at its lower end to the point at which one end of the belt is normally attached to the seat frame. Within the cylinder is a piston, the piston-rod of which leads upwards through an end-cap closing the upper end of the cylinder. The top of this rod is rigidly attached to a yoke which carries the end of the belt. The piston is loaded in a downward direction by a fairly strong coil spring between piston and upper end-cap. These are the main components; the operative principle lies in the method of attachment of the piston-rod to the piston: the rod passes freely through the piston, but is retained underneath by split cotters exactly as in an I.C. engine valve, the cotters being held in their recess by the pressure of the spring. About half way up the cylinder, and diametrically opposite one another, are two spring pawls which project a short distance into the cylinder bore. Should an excess load be placed on the belt, the piston is pulled upwards beyond the pawls, which then spring back into the check position, thus preventing the return of the piston down the bore. The rod, however, is free to move downwards through the piston the moment the excess load is relaxed, and when this happens the split cotters fall out and the rod is free to pull completely out of the piston and cylinder, thus releasing the belt from its anchorage. The inventor acknowledges that in certain exceptional circumstances the load on the piston rod might not fall to zero after the initial impact, but he provides for incorporation of a simple ejection-device to assist the separation of the cotters before the load is completely relaxed.. For both systems Mr. Sturge Whiting has a number of detail refinements in mind. A SELF-RELEASING SEAT-BELT
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