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Aviation History
1955
1955 - 1511.PDF
626 FLIGHT, 14 October 1955 CORRESPONDENCE The Editor of "Flight" does not hold himself responsible for the views expressed by correspondents in these columns; the names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. Russian HistoryO F interest perhaps to Denys J. Voaden (who, I understand, specializes in Russian aircraft) is the Shchetinin 9, a 1917 seaplane powered with a 150 h.p. Salmson engine. According to Negley Farson's book, The Way of a Transgressor, this machine was flown by Cdr. Victor V. Utgoff, who claimed to be the first man to fly from a ship in World War I. Birmingham, 14. MAURICE AUSTIN. Yt/RITING from U.S.S.R., your correspondent Mr. E. Meos™* informed us what was accomplished in Russia before the event of Wilbur Wright achieving powered flight; but he did notmake any mention of a Russian named Lomonsov inventing the helicopter 200 years ago. .. ~ . London, S.W.15. ,. , ;; 4' '• E. G. RIDDLE. Imperial Liners—and Other Matters ALTHOUGH it is almost a year and a half since Mr. Bowyer• was asking for information regarding the Imperial airliners, I have recently discovered in old note-books some facts concern- ing the ends of the H.P.42 and Albatross fleets. First, the H.P.42. G-AAGX Hannibal, was lost in the PersianGulf in March, 1940. G-AAUC Horsa was impressed into the R.A.F. and then broken up, and G-AAUD Hanno entered R.A.F.service and was destroyed by a gale in 1940. G-AAUE Hadrian was impressed into the R.A.F. (AS 982), based at Odiham, in1940, and G-AAXC Heracles was impressed and destroyed. G-AAXD Horatius was wrecked in a forced landing at Tiverton inNovember, 1939, and G-AAXE Hengist was destroyed in a hangar fire at Karachi in May, 1937. G-AAXF Helena was im-pressed into the R.A.F. and dismantled at Donibristle in 1940. As for the Albatrosses, G-AFDI Frobisher was destroyed in anair raid at Whitchurch in October, 1940, G-AFDJ Falcon was broken up in October, 1943, and G-AFDK Fortuna crashed atShannon and was destroyed in July, 1943. G-AFDL Fingal was destroyed in a forced landing at Pucklechurch in October, 1940,and G-AFDM Fiona was broken up in September, 1943. These aircraft flew with Imperial Airways and later with B.O.A.C.G-AEW Faraday AX903 crashed at Reykjavik in April, 1940, as did G-AEVW Franklin AX904. (These two aircraft were speciallong-range versions, built for B.O.A.C., but taken over by Trans- port Command. They operated with No. 271 Sqn., letters BJ.) Thirdly, I would like to point out to Mr. Meos that the honourof designing the first aeroplane in the world must go to Mr. William Samuel Henson, an Englishman. Designed in 1842,Henson's aircraft was intended to have a wing span of 150ft. It was to have been powered by a steam plant of 30 h.p. drivingtwo pusher-type airscrews. Through public ridicule this machine never got beyond the design stage. Finally, I think it would have been more fitting if at the drum-head service at Biggin Hill, in connection with the Battle of Britain, the Hurricane and Spitfire based there had flanked thealtar instead of two Hunters. Great Yarmouth, Norfolk. A. G. MAWBY. Memories of CodyR ELATING to correspondence in recent issues of Flight andthe interest concerning Cody's tree, I am pleased to quote the following about the static thrust in pounds developed bythe well known Antoinette engine. This was used by S. F. Cody in his early tests. During the Blackpool meeting of 1909, Latham tethered hisAntoinette monoplane to a post to measure the thrust of the propeller. This proved a pull of 120 kilos; so assuming theengine was delivering 50 h.p. the thrust was 5.3 lb per h.p. While the engine used by Cody in 1908 may not have deliveredthe same power, it is thought this information will be helpful to Mr. L. J. Bayliss. The October 23rd, 1909 issue of Flightmentions this incident. Southampton. FRANCIS BOREHAM. Jet Flap PatentsI N your issue of September 30th you state that the N.G.T.E.'sjet flap developments are covered in Britain by patents held by Power Jets (Research and Development), Ltd. In that form,this statement could, I feel, result in misapprehension regarding my company's function in the field of patent exploitation. I shallbe grateful, therefore, if you will allow me to point out that, like all other important gas turbine inventions owned by this com-pany, the N.G.T.E. jet flap inventions have been protected by patent applications in all the major aviation countries of the world. London, W.I. T. G. HICKS, Managing Director, Power Jets (Research and Development), Ltd. THE INDUSTRY Smiths Instruments AppointmentI T is announced that Mr. G. D. Mole, B.Sc, has joined the staffof Smiths Aircraft Instruments, Ltd., as a project engineer (engines). He comes from Rolls-Royce, Ltd., where he has beenpersonal assistant to the chief executive. Mr. Mole served his engineering apprenticeship with Webley and Scott, Ltd., theBirmingham • gunsmiths. In 1938 he joined the Engine Flight Section of the Royal AircraftEstablishment and two years later went to Rolls-Royce, working atHucknall on flight performance duties. During the war he becamethe Rolls-Royce representative at the A. and A.E.E., BoscombeDown, but afterwards went back to Hucknall, where he was maderesponsible for the planning and analysis of flight tests. From1948 to 1951 he was engaged on engine performance work atDerby and has latterly served as personal assistant to Mr. J. D.Pearson (then chief executive) and technical assistant to Mr.F. T. Hinkley (general manager, sales and services). Titanium Production Plans T~\ETAILS are now available of the plans made by William*-* Jessop and Sons, Ltd., of Sheffield, for the melting of titanium, to begin on a production basis early in the new year. Jessop's have very considerable experience in the production ofmetals requiring stringent inspection and testing. For over 12 years, in the production of gas turbine components, they havedeveloped the forging of discs and other parts to obtain optimum properties; have explored the full possibilities of ultrasonic andgamma-ray inspection, and have installed 200 creep-test units of various types. With this experience Jessops felt confident to tackle titaniumproduction, and five years ago had successfully manipulated what was then the largest titanium billet to be imported into thiscountry. More recently, billets—melted in America—of up to two tons in weight have been forged, as have a variety of com-pressor discs of up to 24in diameter, rings up to 15in diameter, and other aircraft components. To continue investigations into the development of titaniumalloys, a pilot plant capable of melting 6in diameter ingots up to 40 lb in weight has been specially designed and built. Thisenables work to proceed on improving the creep strength of titanium alloys at 350/400 deg C, using a criterion of 0.1 per centtotal strain in 100/300 hours. Jessops are now constructing a new production melting plant,due to be completed by the end of 1955. Provision has been
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