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Aviation History
1954
1954 - 2010.PDF
FLIGHT, 9 July 1954 51 R UNIVERSAL TEST RIG ECENTLY developed by the Hymatic Engineering Company of Redditch, Worcestershire, for the Ministry of Supply is a universal test rig for use with all the high- and low-pressure pneumatic and vacuum equipment fitted on military aircraft. The prototype model is capable of testing any existing type of air craft compressor, vacuum pump, valve, ram or similar component. A comprehensive group of circuits with their associated controls, gauges and measuring instruments enable the rig to simulate, in the workshop, any set of operating conditions encountered in flight. .•'*•- • •, • The test rig consists of four main sections, each with its own instruments and controls. TJte first is for testing high- pressure pneumatic components; the second for vacuum pumps, low-pressure air pumps and components; the third for the hydraulic testing of pressure vessels and the fourth for rams. The first two sections are, in turn, sub-divided into constituent circuits, separately piped but inter-connected in function. The first section, dealingrwith pneumatics, consists of four dis tinct circuits; air bottle, receiver, line and brake. Together they test compressors, pressuVe regulators, reducing valves, non-return and relief valves, pressure vessels, oil-and-water traps, anti- freezers, storage bottles, stop and selector valves, rams, brake differential units, jSressure-maintaining and shuttle valves and flow restrictors. The vacuum and air-pump testing section consists of two sub- circuits. The first measures suction pressure by means of mano meters mounted on the front panel, and delivers the pump exhaust either to a Jarge oil precipitator housed in the main body of the rig or to an oil separator of the standard airborne type, which simulates actual working conditions in flight. The second sub- circuit, designed to test low-pressure compressors, incorporates an oil-flow indicator, a standard aircraft oil receiver, an air intake throttle and a valve which regulates the orifice pressures. The two remaining sections of the rig are basically simple. The hydraulic section for testing pressure vessels consists of a hand pump with non-return and stop valves and two connec tions, the associated oil reservoir being housed on the body of the rig. The fourth section is that for testing rams. Rams undergoing dynamic tests are mounted on the left side of the rig and the thrust is applied to the piston of an oil dashpot. Opera tion of the ram expels oil from the dashpot through a bleed valve into a tank which supplies oil to the other side of the dashpot piston. The speed of stroke of the ram may be varied In spite of its tremendous versatility, tne nevf Hymatic rig is neat and pleasing in appearance. The vertical pillar u%jhejaf&fiand side is for ram testing by an adjustment of the bleed valve, and the hydraulic load developed is indicated on a gauge fitted near the dashpot. The basic power unit for the rig is a reversible 440 v. 3 phase 50 cycle 1\ h.p. electric motor, flange mounted on an FU gear box with a continuously variable ratio from unity to 10:1. TRAVERS AYERS T^HE death occurred on June 16th of Mr. Travers •*• Ayers, aged 66, one of this country's pioneers in the design of aircraft capable of vertical take-off. Although no successful full-size Ayers aircraft .was constructed, a model—the "Travers Ayers Hqvering Aeroplane"—was built and flown, and was described in Flight of September 20th, 1913. From this descrip tion we give the following extracts: — Jf "The machine is designed in the fornwbf a tetrapod with cross bracings, this being the strongest method of construction. The engine is adjnstable to allow for the most suitable centre of gravity being obtained and is mounted within the framework, and geared to rotate two vertical shafts in alignment, driving them in opposite directions, each qi the shafts being pro vided with a propeller. . . . Tne vertical propeller can be connected with the mqpor by means of a clutch to enable the machine to jBy in a horizontal direction. Horizontal propellers thus give the lift and the vertical propeller gives horizontal flight, or the horizontal propellers can be sjdpped and the side planes (which are composed of,•louvres to give least resistance in vertical flight alJd operated from a central control), can be closed««ius enabling the machine to fly in the manner of a«biplane; rudder and elevator being pro vided. The* lower ends of the tetrapod are fitted with suitable floats to pliable it to rise from and descend upon water. "In the case of a full-size machine the pilot and engine would be enclosed in a cabin furnished with windows or apertures to enable observations to be made in all directions. . . . When Mr. Travers Ayers' V.T.O. project, seen here in model form, was described in "Flight" in 1913. When a suitable elevation has been reached the propellers are slowed down to the required speed, thus enabling the machine to hover, or the louvres are brought into the horizontal position and constitute sustaining planes. The vertical propeller is now thrown into action and then the horizontal propellers are slowed making a flight, in the case of a full-size machine, the pilot sets down, or in .some cases entirely stopped, the machine then flying the two horizontal propellers in motion, the vertical propeller being held out of action. The louvres are set in the open position. as a biplane." The accompanying photograph was taken by Mr. Travers Ayers at the time of the experiments.
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