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Aviation History
1954
1954 - 0764.PDF
346 FLIGHT, 19 March 1954 THE INDUSTRY . . . type-test will have to be carried out on two pumps and will call for an additional period of 200 hours' running over and above that previously laid down. This period will comprise a run of 160 hours at maximum cruising speed and steady delivery, and 40 hours at the same speed with the pump alternately coming "on load" and "off load" at half-minute intervals, fluid thus being delivered alternately at normal working pressure and at maximum pressure, with the delivery fluctuating between maximum and zero. Control is to be effected by a rapid-shut-off valve, thus accentuating any peak pressures that may occur in the pressure- control mechanism of the pump or cut-out. During a proportion of both these tests the fluid temperature at the pump inlet is to be allowed to rise to 95 deg C. These tests will represent working conditions many times more arduous than would occur under normal flying conditions. The Integral Type 180 Mk 1 hy draulic pump. As related here, a unit of this type has been sub jected to the new M.o.S. schedule of type-tests. Anticipating the introduction of the new requirements, Integral, Ltd., of Wolverhampton, announce that they have successfully completed a test in accordance with the proposed new schedule, the unit subjected to it being their Type 180 Mk 1 pump. This pump is of well-tried Integral design, consisting of a seven-cylinder radial piston assembly with an initial gear stage ensuring efficient operation at very low fluid inlet pressures. "One-shot" Emergency Jacks "pOR canopy-jettisoning, drop-tank release, emergency cock-* actuation or similar "one-shot" duties, three types of light weight, high-thrust pneumatic snap-jacks have been developed by the Hymatic Engineering Co., Ltd., of Redditch, Worcs. They contain air at 3,000 lb/sq in, and therefore need no external pressure-supply. The air is stored in the hollow spindle of the jack and retained by a replaceable metal diaphragm situated in the piston. As soon as a load of 6 to 8 lb is exerted on the operating pin, the diaphragm is fractured, the air passes into the cylinder and, acting on the full piston area, extends the jack very rapidly—about j sec for a 3in stroke. Accidental operation is prevented by the provision of a safety pin, which is withdrawn before flight. Among the advantages claimed for this type of actuator are reduction in weight (the jacks are from four to ten times lighter than a spring providing the same stored energy) and absence of fire risk and transport or storage problems. If desired, a pressure gauge may be fitted to show at a glance if the jack is ready for service. The metal diaphragm ensures that pressure is retained for long periods without attention. A jack from the new Hymatic "RES" one-shot range. Avro Canada Appointments The three types at present available, all operating within a temperature range of —40 deg C to 70 deg C, are designated as follows: RES6, utilizing a stored energy of 2,200ft lb, develops respectively initial and final thrusts of 9,000 lb and 2,280 lb for a 6in stroke; RESl, utilizing 600ft lb, develops thrusts of 4,750 lb and 1,250 lb for a 3in stroke; and RES2, 238ft lb and thrusts of 3,500 lb and 1,000 lb for a stroke of 1.6in. Total weights of each type are 3.5, 2.6 and 0.9 lb respectively. Mr. F. T. Smye has been appointed vice-president and general manager of the A. V. Roe Canada aircraft division and Mr. W. R. McLachlan (right) now occupies corresponding posts in the engine division. Pre viously, both were general managers. Western Manufacturing Appointment IT is announced that Mr. C. D. Skinner, who until recently was director of sales of Rotax, Ltd., and a director of Joseph Lucas (Export), Ltd., has joined Western Manufacturing (Reading), Ltd., as manager of their aircraft divi sion. In this capacity he will be entirely responsible for all aspects of the company's aircraft activi ties. He started his engineering career as an apprentice to Simm's Motor Units, Ltd. He was also a pre-war pilot in the R.Aux.A.F., and served throughout the war in the General Duties Branch of the R.A.F. In 1944 he graduated from the Staff College and was appointed to command the Em pire Armament Staff Course. He was demobilized at the end of 1945 with the rank of wing com mander. Mr. Skinner joined Rotax in 1946. In 1949 he was appointed to the Board. Mr. C. D. Skinner. New Flight Refuelling Post "C OR many years senior experimental engineer of Flight Refuel-* ling, Ltd., Mr. Percy R. Allison, M.B.E., has been appointed to the newly created post of service manager and will take charge of a special field servicing organiza tion which the company has established. Mr. Allison and his staff will make routine calls upon all users of the Company's pres sure fuelling equipment in the U.K., and will be available at other times to advise and assist on servicing and spares problems. He will also be responsible for co-ordinating the entire servicing organization for F.R. equipment in overseas countries. Percy Allison first became associated with Sir Alan Cobham, F.R.'s chairman and managing director, in 1931, when he joined Sir Alan's National Air Display to look after its engineering organ ization. Then, when Flight Re- Mr. P. R. Allison. fuelling, Ltd., was formed 20 years ago to carry on the experimental work in air-to-air refuelling previously conducted by the R.A.E., he was among the original members of the staff. A licensed pilot, Mr. Allison participated in all the early experimental flights and subsequent operations, which included the round-the-world flight by Capt. James Gallaher, U.S.A.F., in the B-50 Lucky Lady II during 1949. For a period during the war Mr. Allison was attached to the R.A.F. delegation in Washington for the purpose of advising the U.S.A.F. on flight refuelling operations. Since the war he has made a number of further visits to the States, and has lately returned from a two-year stay at the Boeing plant at Seattle, in connection with flight refuelling equipment for the B-47.
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