FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1955
1955 - 0427.PDF
FLIGHT, 1 April 1955 \ " - > . CARRIER DEVELOPMENTS . . . marked a real advance, and consisted of a special windscreen panelon to which was projected a light, variously red, yellow or green according to whether the airspeed was too fast, too slow or correct.The only severe shortcoming of this device was that it was im- possible to make it bright enough on a sunny day. One pilot noticed that, when the flashing light changed colour,he heard a distinct click in his head-set, and he used this click as an index of his speed. It was but a short step from this tothe realization of the Audio—although the latter represents an intensive programme of development. Briefly, it consists of twosmall boxes, which can be mounted anywhere in the aircraft, one being a pitot-triggered sensing unit and the other a two-note organsound-producer. The latter is energized at all airspeeds below the minima for lowering undercarriage and flaps, and it producesa continuous note so long as the approach speed is correct (the equipment can be set according to the type of aircraft and theloading) but, immediately the speed begins to depart from the selected band, a distracting signal is initiated. The emission canbe superimposed upon speech without detriment to either signal and can also be transmitted by R/T for evaluation, checking ortraining purposes. In its present form, Audio is provided with a three-positionselector with which the datum speed for signals can be altered '• - •.- .: \ •"-. ..'•••//-• : ' \. ... 427 to provide for landings made at weights ver> much less, or greater,than the usual landing weight. Although stalling and approach speeds vary with loading, angle of attack does not, and it is quitefeasible to set a device like Audio to signal departure from the optimum approach angle of attack (rather in the nature of a stall-warning device). In this event, no datum-shift would be necessary. Developments alpng these lines are now going forward. Carrier Circuit: A pilot does not usually fly circuits fromcarriers, but the following very abbreviated notes indicate the sequence of actions involved were he to do so from a modernvessel: — Cartridge start; unfold wings; range forward on catapult; securehold-back link and towing bridle; open up to full power; catapult fired; airborne, bridle jettisoned and gear retracted; carry out circuit in usualmanner; drop hook, undercarriage and flaps (as appropriate) on down- wind leg and turn in; watch mirror sight and start flat approach atthree to four degrees with enough power to permit overshooting in the event of missing all the wires; line up with the angled deck;adjust descent path according to mirror sight, while listening to Audio to maintain the correct airspeed; touch deck and cut the engin*- onlywhen arrested by a wire. All the new devices are complementary. Together they havemade an incalculable contribution to the fighting ability of the modern carrier; more than that, it is not too much to claim that,without the devices mentioned above, the operation from ships of aircraft comparable with the latest land-based types would havebeen impossible. MANBY REUNION The New Six-month Course at the R.A.F. Flying College THE Royal Air Force Flying College at Manby, Lincolnshire,was the venue last week for a most distinguished gatheringof officers; the occasion was the annual reunion dinner and the passing-out of the fifth course. The Chief of the Air Staffwas himself present, as were two other members of the Air Council, C.-in-Cs, and A.O.C.s, including A. Cdres. Charlesworth andMcLachlan, R.A.A.F. A. Cdr. G. A. ("Gus") Walker, Commandant of the College,proposed the guests. He managed to refer to the majority of those present—and a few absent ones—and to say something about thework of each of them and the help they had given to the College. This he did without there being any suggestion of a duty paradeof names. It was, we felt, a sincere, helpful and informative welcome. The Commandant also spoke of the period of un-certainty through which the College has recently passed. He said that the matter of the guillotine poised delicately over the head ofthe Flying College had at last been brought to a satisfactory conclusion when in January the Air Council decided to ensureand underwrite the future of the College. The Commandant thought that ex-members of the Collegewould be wondering how the shortened course was going to com- pare with the previous longer ones. Hitherto, approximately12 months had been allotted to a course but this would now be reduced to six. It should be categorically stated that the aim hadbeen at least to maintain, if not to improve, the standard of graduate; and there was no question of an attempt to increasegreatly the annual output, which would lead inevitably to a lower- ing of the standard of candidates on intake. The staff was main-taining the fundamental philosophy of the academy—to marry practical flying with theoretical studies—and were this philosophyever to be set at a discount, as long as manned aircraft featured in the front-line then surely it would be a sad and fateful day forthe R.A.F. The revised flying syllabus provided for the students to do allthe operational exercises which had been covered heretofore in the main operational roles. This included the training of pilotsto navigate the Canberra. It was hoped that in the not-too-distant future the Meteors would be replaced by Hunters. But inevitablysome aspects of the course had been recast. In particular, the standard of pilotage ability on entry had been raised and, inconsequence, the length of the refresher phase would be reduced. In the same way, some of the basic academic revision had beenreduced. The long overseas flights had had to go by the board. Those who had enjoyed them would regret their passing, and itwould now be necessary and possible, with the speed and range of modern aircraft, to include as much interesting flying as possiblein the future courses to provide the correct balance and variety. High-latitude flying for the navigators in the Canberra, and thespecial flights by Aries, would remain essential elements of the charter of the College in order that the staff and students mighthave experience in modern aircraft of limit flying in its widest sense under all conditions of latitude, height and temperature. Next the Commandant referred to high-altitude flights whichhad been made by No. 5 course. He said that during the year new ground had been broken in the use of bases for the high- latitude navigation training flights. Last July, both Hastings hadflown successfully to the North Pole on two successive days from Bodo in northern Norway. This had paved the way for an epic flight by Aries (still a B.2Canberra), and on this occasion fitted with a 500-gallon overload tank. Operating from Bardufoss (lat. 69 deg 10 min), W/C.Humphrey, with S/L. Bower and F/L. Wood as navigators, flew to the geographic North Pole and landed back at Bodo, 67 deg20 min. They had been diverted to this base by bad weather and instrumental troubles. This flight gave a minimum track distanceof over 2,600 nautical miles, and the navigation was carried out solely by astro. This was a flight of outstanding merit. Navigator students on the course who had previously flown tothe North Pole in a Hastings were given further experience in a series of flights in Aries in December, which were again con-ducted from Bodo to latitudes between 85 and 87 deg North. The course was wound up by pilots flying Canberras in pairs outto Idris, one flying and one navigating on the way out, and changing seats for the return journey. Before making his concluding remarks, the Commandant re-ferred to the tragedy of the loss of two outstanding officers in inexplicable accidents. He was, however, glad to report that noother students had been involved in a flying accident. A. Cdre. Walker said in conclusion that the flow of officers tocommands and directorates could not be solely one-way. If the qualitative output was to be maintained, there must be a high-quality intake. The Commandant was sure that the College would continue to make a notable contribution to the efficiency andeconomic employment of the front-line of the Royal Air Force. In his response for the guests, the C.A.S., Marshal of the RoyalAir Force Sir William Dickson, spoke without notes and mainly off the record. In the course of his talk, which touched upon theimplications of the hydrogen bomb, he said that station com- manders would be extremely important in any new war. It mightbe necessary "to fight and fly stations." He said that the operating efficiency of officers must be fostered by the R.A.F. Flying Collegeand only selected people would go to Manby at all. The health of No. 5 course was proposed by the chief instructor,and the response was by G/C. P. B. Wood. AVIATION AND GOLFT HE Aircraft Golfing Society has just started what looks likebeing a particularly busy sporting season, with over a dozen matches fixed. For the first time, the Society is to visit Parisofficially when, on June 11th—^during the Aero Show—they will enjoy the hospitality of the Racing Club de France at the La BoulieGolf Club, near Versailles. The Ultra Electric Trophy match will be played on this occasion. The annual dinner takes place at Grosvenor House, London,today, April 1st. Membership now stands at 175, and there are vacancies for 25new members, who must be associated with the aircraft industry. The hon. secretary is Mr. Brian D. Songhurst, 40 Haven GreenCourt, London, W.5.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
