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Aviation History
1953
1953 - 1438.PDF
592 FLIGHT, 30 October 1953 THE NEPTUNE IN SERVICE enveloping body of the aircraft. On this unit of the trainer, the most impressive aspect, apart from the overall impact of so many "black boxes" and so much wiring, was the ease with which the effect of operating all the electrical switches could be studied— a most valuable aid in giving pilots an early and thorough under standing of the system. Switches on the instrument-panel stand and the pilot's and co-pilot's consoles were reproduced, and their control of engine starting, airscrew action, de-icing, anti-icing, cabin heating, and navigation and landing lighting was clearly seen. The wing and tail unit de-icing systems consist of four 200,000 B.Th.U. combustion-type heaters, warm air from which is circulated through the double-skin surfaces of the leading edges, while the airscrew blades are de-iced by electrical heating. The last two sections of the Lockheed trainer to be visited were those showing the main and emergency hydraulic systems, and flap, aileron, "varicam" and undercarriage operation. The "varicam" is a movable trimming surface—located between the fixed tail and the elevator—which effectively varies the camber of the tailplane. It is operated by an electrically driven irreversible screw-and-nut assembly, and enables a narrow-chord elevator to be used, reducing the difficulty of obtaining satisfactory control forces. Other advantageous results of "varicam" use are a large maximum tail-lift coefficient, a smaller tail, smaller power-on effects, a large c. of g. range, and a tail area able to be designed for stability instead of landing control. The Neptune's flaps are of Lockheed-Fowler type, and move along circular-arc tracks to a maximum deflection of 32 deg. To obtain a higher maximum lift coefficient and an improved span- loading for the "flap-down" condition, the ailerons droop 10 deg also. In addition to the flap, aileron and "varicam" rigs, complete nose and main wheel assemblies can be operated in this unit of the trainer. In all sections of the trainer installation, pilots and other air crew receive a basic course on the operation of the aircraft equip ment, and ground personnel attend for a longer period in order to study the maintenance of the particular system in greater detail. At the O.C.U., aircrew were given their ground-trainer instruc tion before flying the aircraft, while squadron personnel had flown an introductory period before attending the ground unit; exact procedures had thus not been finally determined, but the value of the extremely thorough training received on this unit is undisputed. The equipment is on occasion used for fault-finding purposes by air- and ground-crew, who report the symptoms from their aircraft and trace out complicated circuits and systems with clarity on the trainer. Since our visit, the friendly and competent instructors of the U.S. Navy unit have returned to the U.S.A. Instruction on the Neptune ground^trainer is now given by R.A.F. personnel of 236 O.C.U., of which unit more is said later. After a brief visit to the station's recently completed instruction blocks, where basic and applied training—such as that on the operation of the Neptune's radio and radar equipment—is given, we returned with the squadron commander to the flight line for a short demonstration flight in J for Jig. As we walked out to the aircraft, other machines were in the air—the slow, steep take-off climb of one contrasting with the fast, slim plan-form of another cruising briskly across the sky, its long tip-tanks adding speed- lines to the scudding silhouette. A first impression on approaching the Neptune is of its huge dominant fin and rudder—amounting to 18 per cent of the wing area. This gives approximately twice the directional stability normally found on contemporary aircraft, and provides good single-engine control at low speeds. The wing-tip fairings, housing fuel, radar and (to starboard) searchlight equipment, seemed remarkably big on the long, narrow wings; while the nacelles of the deep, powerful-looking compound engines flattened out towards the rear in smooth "beaver-tail" protrusions. The actual engine-bay (the forward part of the nacelle) is separated from the accessories-bay behind it by a fireproof, stain less-steel bulkhead, while access to the engine accessories is simple and is made through the mainwheel bay. An intercom point fitted inside this bay is a useful aid to ground adjustment or inspection while an engine is running. The machines were still finished in the businesslike midnight blue of the U.S. Navy, with a vertical red warning stripe on each side of the fuselage opposite the line of the airscrew. These stripes continued down the doors of the forward ventral hatch, through which we entered. Climbing up into the fuselage, we came level with the radar-operator's position, and moved forward into the pilots' compartment. There the neat array of instruments and excellent general layout gave a misleading impression of simplicity; in fact, all the engine instruments are included in the "front-office" equipment, there being no separate flight engineer's position. A flight engineer is carried, however, and normally occupies a port able seat between and behind the two pilots. S/L. Ensor quickly started the engines and then taxied out, the steerable nosewheel giving an easy and precise control. From the second pilot's seat the visibility was excellent, and one soon became accustomed to the presence of the finned cigars at the wing-tips. After the normal checks at the end of the runway, our captain added power and released the brakes, and we surged forward to unstick smartly and to climb away at what seemed an unusually high angle. The published initial rate of climb is in fact some 1,600 ft/min. The fine flying qualities of the machine were soon apparent when, at about 4,000ft, we levelled out and S/L. Ensor put J-Jig through her paces. The two most readily apparent qualities were the ease of performing rapid manoeuvres—unexpected in an air craft of this size and weight—and the docile stalling characteristics. That the flying qualities were in fact "built in," and not the result of the pilot's experienced handling alone, was made apparent when, for a short spell, I was allowed to take over the controls. Even to one with little experience on aircraft of this size, die Neptune was easy and pleasant to fly, combining brisk performance with friendly handling qualities. The trimming controls were admirably effective, and I was able to make vertical turns on one engine without excessive control-forces or trouble of any kind. Then came what is known concisely on the squadron as "the spoiler treatment." To increase the Neptune's rate of roll, spoilers (auxiliary aileron surfaces) have been fitted to the wing; not normally used in ordinary flight, they can be switched-in to assist the ailerons whenever required—widi startling effect, as was presently shown in a striking demonstration by S/L. Ensor. This fighter-type manoeuvrability was matched by the rock steady straight and level cruise with the autopi'ot in and "hands off," the directional stability given by the large fin helping to provide what would be an excellent and steady bombing platform. Finger-tip control of flight on the automatic pilot needed little effort, and promised a useful reduction in pilot-fatigue for long- range patrols. During the return to base, the slow-flying trim control afforded by the "varicam" was used to advantage on the medium-steep A typical crew, plus equipment and stores, before take-off. Room was, in fact, found for John Yoxall and camera also, but engine trouble forced G-George to turn back to base. George's captain on this trip was F/L Peter Dawes, M.B.E. (4th from left). ||\^ ii - i 1 V £L *-t-» SV l! if J mm ill 1 Li w - • rT^^^B^^^ • ' if s igMfc; ., J 1 1*5 £ ^ ^L •*"*'•-'. AAA iJ 111 fc^m, *
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