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Aviation History
1953
1953 - 1551.PDF
FLIGHT, 27 November 1953 705 U.S.A.F. TEST-PILOT TRAINING . . . required to have the equivalent of two years of college in engineer ing, and a degree in engineering is highly desirable. He must have a minimum of 1,500 hours of diversified flying-time, and can be any rank from second lieutenant to major. If a pilot has an excep tional record, some of the normal requirements may be waived. The syllabus includes the following subjects: algebra, trigonometry, physics, applied mechanics, properties of the atmosphere, performance aerodynamics, theoretical aerodynamics, slide-rule and calculator operations, conventional engine per formance (theoretical and practical), thermodynamics, calculus, gas-turbine performance (theoretical and practical), report writing, supersonic aerodynamics, kinetic theory of gases, British flight- test methods and aircraft-stability determination methods. The classroom work is balanced by approximately 30 to 35 flight hours of performance-evaluation in the T-28 and F-80 and 35 to 40 hours of stability problems in the B-25. During all flights, with the exception of those in the single-seat F-80, an instructor accompanies the pilot. Flight-plans may range from tests of steep take-offs and landing attitudes to long periods ASCHEME for a national museum of aircraft, such as that suggested by A. Cdre. Wheeler, has been in the back of my mind for a good many years. It was one of the reasons responsible for my gathering togetlier interesting items of early mechanical land and air transport which might not in the ordinary way find their way to museums and which would most probably be lost or broken up. Had sufficient finance and covered space been available over the past 25 years I could have collected over 30 various aircraft built between 1908 and 1920 and 342 automobiles built between 1893 and 1914, all being different to a larger or smaller degree. Fourteen of the 30 aircraft joined my collection and one, the Bristol Fighter, joined the Shuttleworth collection. After post war research it was found that all the remainder were destroyed during the 1939-45 period; among them were five extremely interesting specimens that had been scheduled to join my collec tion in 1940; they included a Nieuport Scout and a Spad. Before leaving the past I might mention a scheme which might, but for the war, have been a stepping-stone towards a national collection. During the period just prior to 1939 the Brooklands Motor Course authorities approached me with the idea of putting up a large building in the paddock and club house area, the intention being to house my entire collection of over 100 specimens, including a section for racing cars which had performed on the track between 1907 and 1914 and with an overall background of the early flying days at the track. This Brooklands scheme did in fact bring various ideas into my mind, and in the 1946-47 period I approached the Crystal Palace authorities with a suggestion that something on the lines of the Brooklands scheme be opened on part of the original exhibition site; but it was decided that the whole future of the site was at the time too fluid for anything of a concrete nature to be achieved. I also communicated with the civil aviation authorities responsible for the Heathrow Airport project, with the suggestion of incorporating a veteran aircraft museum in the plans; but I was advised that it was not possible to con sider the inclusion of such a scheme in the layout as planned. I am still of the opinion that the incorporation in some way of a national aircraft museum with London Airport would be an excellent scheme. The general public who now flock to the public enclosure are becoming more and more airminded, and the aerial traveller during pre-flight waiting would find many things of interest, easily "get-atable" and close at hand. In addition, the aeronautical student would find the earliest and latest aerial developments available for study practically under one roof. Would it still be too late for the Ministry concerned in the new London Airport plans to consider the necessary alterations which might be made for this purpose? Perhaps a way could be found to assist the general upkeep of the exhibition by charging visitors a small inspection fee. Should the difficulties to such a scheme prove unsurmount- able perhaps the Crystal Palace site, with its excellent road and rail transport facilities, may be well worth considering, especially in view of the known drawing power of its present motor-racing. [Alexandra Palace has also been suggested to us—ED.] I understand, also, that there are plans for the removal of spent at extremely high altitudes. In addition to classroom study and flying, various extra-mural activities are included. During their six months' course, for instance, trainees visit the aircraft industries within the Los Angeles area and confer with design and production engineers; they tour N.A.C.A.'s Ames Aero nautical Laboratory at Moffett Field, near San Francisco; and they check-out from the ejection-seat training rig in the high- altitude pressure chamber at Williams Air Force Base. The two latter phases are a "must"; if a pilot fails in either of the tests he is automatically relieved from the school. Operations at the school begin in the very early morning, in the smooth air before sunrise. Most of the morning is spent on various flight-plans, or in studying instrumentation-camera records of the previous day's flights. The afternoon schedule con sists of lectures. Upon completion of the course a number of graduates are retained at the Air Force Flight Test Center. Others are assigned to the Wright Air Development Center at Dayton, or to other bases of Air Research and Development Command, most of which require test-pilots. A few graduates are assigned to the other major Air Force Commands which may need the services of a highly trained test-pilot. IN our issue of November 6th we published an article in which A. Cdre. A. H. Wheeler, O.B.E., called attention to the urgent necessity of preserving such historic aircraft as still exist, with a view to their being housed in a national collection of wider scope than is afforded by the present Science Museum exhibits at South Kensington. In the present contribution another well-known authority on the subject, a great enthusiast for veteran vehicles, puts forward some ideas. Charing Cross railway terminus and, perhaps, one or more of the similarly placed stations serving the South London areas. Might it not prove possible to convert one of these for the national collection? I am sure that the Science Museum, the Imperial War Museum, the Imperial Institute, the Royal Aeronautical Society, the Royal Aero Club and the Shuttleworth Trustees would be glad—as I would—to assist in the formation of a national collec tion; but with so many interests involved it would no doubt require a Government-appointed authority to consider and carry out building plans, finance and future policy considerations, and it would require action to be taken in the near future. I personally feel that, for the present, the aircraft design- periods covered by a national collection should first represent the period from the initial development up to the conquest of large land-areas, mountains and oceans by the aeroplane—say to about 1928-1930. After this, inclusion should be extended to "landmarks" in the pre-jet period ended in 1945. Development having been rapid in the early jet age, it would only be necessary fully to cover the 1939-45 period preparatory to including land marks up to the ending of the jet era and the initial atomic- powered period. It would be necessary to plan (and authorize finance for) suitable buildings to cover at least the first 50 years of flight as the initial development, with sufficient land for additions. I believe that the matter of a national collection should be considered jointly by the Ministry of Education and the civil and military air authorities, as in this way the necessary authority and finance may be found. Perhaps, for the record, I might mention that at the present time my own collection consists of the following: — 1909-F?13. Four Bleriots, including Gordon Bennett Cup machine. 1912. Caudron G.3. 1913. Maurice Farman (M. Maurice Farman's personal aircraft). 1914. Avro 504 Ks, Clerget and Le Rhone. 1917. Sopwith Camel. 1918. Fokker D VII, Jadgstaffel 71 and Richthofen "Group." 1918. S.E.5a. Incidentally, I feel that the time has come to preserve historic aircraft as "static" exhibits, and not to fly them unless duplicates are available. I might add that over the past 25 years I have received very many letters, even from remote villages in New Zealand, convey ing enthusiasm for the early development of the aeroplane, and this fact has been of great encouragement to me. The general public in this country have the same enthusiasm when they are allowed to show it, and I think this can be proved by the fact that when, in 1939, a London museum arranged for a small exhibition of four of my aircraft, plus a few engines, photographs, etc., I was informed that 46,000 persons attended in five weeks. THAT NATIONAL MUSEUM Some Suggestions for a Site By R. G. J. NASH
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