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Aviation History
1956
1956 - 1410.PDF
562 FLIGHT SO many aircraft systems today rely on electric, hydraulic orpneumatic power to drive them that engine failure in asingle-engined aircraft, where the main power source cannot be duplicated, must be compensated as well as possible by theprovision of accumulators, air bottles and manual operation— generally bulky and often inadequate. Emergency electricalpower, for example, is particularly difficult to provide for any length of time if reserve battery capacity is not to become undulylarge; and reversion to manual flying-control operation is never likely to be satisfactory on transonic and supersonic aircraft. For some time past, consideration has been given to the pro-vision of emergency power by a ram-air turbine, which could be lowered into the airstream manually, or by using the residualstorage capacity of one of the aircraft systems. Several successful designs have now been completed; examples of English manu-facture were displayed at the S.B.A.C. show at Farnborough. In general, the turbine is utilized to drive an hydraulic pump, often Hydraulic power for the operation of "everything out and down" on the Chance Vought F8U-1 can be provided by the ram-air turbine seen extended from its hatch below the leading edge of the starboard wing. High-speedWindmills in tandem with an alternator or a D.C. generator, and continuousoperation of electric and hydraulic services will then, of course, be available. The ram-air turbine illustrated in the accompanying photo-graphs has been developed and produced by the Marquardt Air- craft Company, in close co-operation with Chance Vought, foruse on the F8U-1 Crusader. The rotational speed of the unit is closely controlled at 6,000 r.p.m. by a set of governor vanes setbehind the turbine wheel, and the variations in this velocity are sufficiently small to maintain the Gray and Huleguard alternatorfrequency within the required tolerances. Contained within the alternator casing is an auxiliary direct-current generator and thepower package also contains a Vickers hydraulic pump, so that flight control and communications can be maintained down tosafe landing speed. The power package is of the "drop-out" type actuated by apneumatic trigger which pushes the turbine into the airstream— an extension ram can be seen in the right-hand close-up viewbelow—and the package will function even at supersonic speeds. In the Crusader installation the weight penalty to be paid for theemergency power available is rather less than 50 lb; this does not include the weight of the emergency reservoir and hydraulicsystem. Although the Crusader has the distinction of being among the first aircraft to have a ram-air turbine installed, therecan be little doubt that most other single-engined operational aircraft will follow suit. The turbine blades (left) of the Marquardt turbine are controlled to rotate at 6,000 r.p.m. to drive the al- ternator with auxiliary D.C. generator and the hydraulic pump seen on the right. Paints to notice are the well-stif- fened door and the ex- temion ram mounted in the fuselage bay. MANUAL OF AIR SURVIVAL UNDER the title Aircraft in Distress, an American, Harley D.Kysor, has written a reference work which covers every type of aircraft emergency from the pilot's point of view. It repre-sents a comprehensive and up-to-date study of the broad field of aircraft assistance and distress operations, as well as first-aid andsurvival. The book is published by the Chilton Company, Chest- nut and 56th Streets, Philadelphia 39, Pennsylvania. Retail priceis $6 (£2 2s lOd). Generously illustrated, the work contains chapters dealing with air search and rescue, flying safety, emer-gencies and evacuation, rescue aircraft interception and emergency landing procedures. In 424 pages Mr. Kysor has assembledwhat must rank as the most detailed and comprehensive summary of distress procedures yet published; and in its preparation hehas been able to draw on the assistance of Government and civil agencies, American and European airlines, private organizationsand the American military services. OSIW ASSOCIATESHIP ASSOCIATE individual membership of the Organization Scien-*»• tifique et Technique Internationale du Vol a Voile (OSTIV) is now available. This new class of membership will receivecopies of OSTIV News and other publications, together with a discount on future OSTIV publications. The purposes of theOrganization are to help to bridge the gap between the pilot and the scientist and engineer, to collect and distribute relevant infor- mation, and to bring about a closer contact between pilots andscientists throughout the world. An interesting series of projects is planned for the coming year. Associate membership costs 28sper year, and a year's subscription to OSTIV News is 14s: further information from Miss Betsy Woodward, Editor of OSTIV News,Department of Meteorology, Imperial College, London, S.W.7. NEW CREW HELMET THE U.S. Bureau of Aeronauticshas designed a new safety hel- met for U.S. Navy aircrew. Itsshell is of laminated glass plastic; a visor-type eyeshield slides upand down within its own protec- tive housing and fits closely to themask when down. Mask and chin- strap fastenings are designed toprevent the headgear being blown off during high-speed escape. Theearpads are sound-excluding and the shell is lined with rigid plasticfoam material which yields under pressure to cushion shock beforeit reaches the head. This is claimed to be more effective than the tapecradle system used at present.
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