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Aviation History
1957
1957 - 1438.PDF
528 FLIGHT, 27 September 195, CORRESPONDENCE The Editor of "Flight" is not necessarily in agreement with the views expressed by correspondents in these columns;the names and addresses of the writers, not for publication in detail, must in all cases accompany letters'. Butterfly Tail Cluster T WOULD agree with J. M. Ramsden ("The Short-range Jet-•- Airliner," Flight, September 6), that the more one looks at the tail cluster, especially if it be for three engines, the more it appealsto one on all counts. The case for three engines has been very succinctly put: theadvantages, as stated, are obvious. With regard to the dis- advantages, I should like to make two points.(1) In the matter of "selling" an aeroplane by the number of its engines, the public (which in any case is now noticeably morefickle in such matters than was formerly the case) would prob- ably be less impressed by the frankly untidy trappings of theAmerican trio than it was by die sight of an imposing bank of propellers in the days when aircraft were less reliable than atpresent. (2) The problem of positioning the third engine might be simpli-fied by the use of a butterfly tail (a possibility which does not appear to have occurred to your contributor), the third enginebeing mounted between the tail surfaces. The balance case is still good, as should be the intake efficiency. Accessibility wouldbe good, even in the case of the central engine, and structure should be (relatively) simple. The case for and against thebutterfly tail has, of course, been well argued, but without the emergence of any definite decision.I trust, sir, this may shed some small ray of light on what remains a somewhat dark problem.Great Baddow, Essex. J. R. DANIELS. Me 109 ProductionM AY an American reader agree with Mr. A. Banfill's remarksconcerning Me 109 production life? The prototype Me 109 VI flew in 1935, and the last HA-1112-M-l-Ls, Hispano-builtvariants of the Me 109 G, which had been rebuilt to take the Rolls-Royce Merlin 500-45 and so were virtually new airplanes,were delivered to the Spanish Air Force late in 1956 or early in 1957.Variants of the Me 109 G and K series were also produced post war by A via in Czechoslovakia, powered by both Daimler Benz DB605 and Junkers Jumo 21 IF engines. Some of theJumo-powered fighters, known as the Avia C.210, were used bv the Israeli Air Force in the 1948-49 war. As an estimated 33,000 of the various versions of the Me I09were built by the Germans during the war years, it is also quite possible that it was produced in greater numbers than any otherfighter. I have written an article, shortly to appear in an Americanpublication, on the Me 109 saga, and hope to amass enough material for a complete book. I will appreciate any help interestedreaders can give me on this subject. I particularly desire detailed information on Me 109 (C.210) operations in the Israeli AirForce, and pictures of Me 109s bearing markings other than Ger- man, especially Israeli, Spanish, Czech, and Finnish. 478 Hutton Place, Columbus 15, Ohio. JAMES F. CRAIG. Mixed-class Viscounts TN the September 6 issue of Flight, page 395, the note on the-1 Vickers Viscount states that those of K.L.M. are the first to be operated as mixed-class. This is not so, as those of Iraqi Airwaysas used on their flights between Baghdad and London, have been operating with first and tourist classes for over a year. London, S.W.16. , . , . HENRY ROYE. Supersonic Ban * "EXCELLENT though the latest S.B.A.C. Show was, I was•*-' rather disappointed with the Ministry of Supply's ban on supersonic flying. The Farnborough Air Display is the only time members ofthe public can see the latest types of aircraft demonstrated; and as we—the public—pay for the research and development of theseaircraft, surely we are entitled to see them and their pilots showing us what they really can do. One can appreciate the feelings of people living in the area andalso damage to property caused by sonic "booms." But why can't the Ministry concerned make it clear that any such damageincurred will be promptly dealt with and the owners compen- sated? Providing, of course, these are the reasons for the ban. Egham, Surrey. D. A. KEEL. ENGINELESS AEROBATICS HISTORY was made in silence over Dunstable Downs lastSunday when 18 pilots competed in the first national aero- batic gliding contest to be held in this country. Its rules statedthat after being towed to 2,500ft each entrant had to perform a chandelle to the right, a loop, a chandelle to the left and a secondloop (rather like some courtly 18th-century dance routine). There- after any kind and number of evolutions could be carried out,provided they were completed above 500ft; and finally competitors had to make a spot landing. Such were the regulations; but because there was considerablecloud in the morning, with bases down to 1,200ft, the rules were modified to allow a release height of 2,000ft and limit compulsoryaerobatics to a loop and a chandelle (the latter is an evolution which might be described as an unstalled stall turn). As it turnedout, conditions gradually improved; so with greater freedom of choice and a splendid backcloth of blue sky and broken cumulus,excellent exhibitions of sailplane manoeuvrability and pilot vir- tuosity were provided for an enthusiastic and knowledgeableaudience. Members of the Lockheed International Aerobatic Trophypanel—Maj. Oliver Stewart (chairman), Capt. H. S. Broad, J. K. Quill, S/L. C. K. Turner-Hughes, G. A. V. Tyson and A. Cdre.A. H. Wheeler—acted as judges, with additional expert advice from "Bill" Bedford. They took into account not only accurate flyingbut showmanship, originality and spot landings; and after careful assessment awarded the prizes—which were presented by AdmiralSir Caspar John, Vice-Chief of the Naval Staff—to D. A. Smith, D. H. G. Ince and A. W. Doughty. There was also a specialaward to Miss Brenda Horsfield, the only woman competitor, who was by no means outshone by her male opponents. Dan Smith deservedly took the Jack Hanks Trophy for animpeccable display in his Olympia, including five loops, two chandelles, three turns of a spin and a roll off the top, and endingwith a well-judged spot landing. David Ince in the new Olympia 403 did three perfect rolls during his demonstration; and ArthurDoughty, who followed him in the Kite II (only pre-war glider in the competition), deservedly won his prize for a remarkablesuccession of spins and stalls, thoughtfully adjusting his repertoire to his mount's apparent slowness to gain speed but readiness tospin. "Andy" Gough and Geoffrey Stephenson were commended by the judges but disqualified from prize-winning for performingevolutions below the prescribed break-off point. In addition to the gliding, numerous entertainments were pro-vided by the London Gliding Club, who are to be congratulated on their thoughtfulness and efficiency as hosts. It was unfortunatethat one of the "turns"—a delayed parachute drop by Mike Reilly —ended in an accident, for by an odd irony he landed on top ofthe only building in the vicinity (the L.G.C. club-house) and suffered concussion. He was taken to hospital but fortunatelyfound to be not seriously injured. It was slightly ironical, too, that during the sunny afternoon acrowd larger than that within the paid enclosure gathered on the high ridge to the south-east, where they had a free grandstandview. Perhaps someone from L.G.C. should have taken the hat round up there; but its members were all much too busy in helpingto provide an excellent day's entertainment. FORTHCOMING EVENTS Sept. 28. British Interplanetary Society: "Geophysical Research with Artificial Earth Satellites," by Prof. S. F. Singer. Oct. 4. Helicopter Association: "Tilt Wing Aircraft in Comparison with Other VTOL and STOL Systems," by W. Z. Stepniewski, Dipl.lng., A.F.I.Ae.S. Oct. 8. R.Ae.S.: Section Lecture: "Some Thoughts on Non-Linear Problems in Aerodynamics," by P. J. Duncton. Oct. 16. G.A.P.A.N.: Annual general meeting. Oct. 16. R.Ae.S.: Graduates and Students Section: "Trends in Air Transport," by P. W. Brooks, B.Sc. (Eng.), A.C.G.I., A.F.R.Ae.S. Oct. 22. R.Ae.S.: Section Lecture: "Aircraft Instrumentation for Flight-test Purposes," by R. !. Duddy and I. McLaren. R.Ae.S. Branch Lectures (to Oct. 8):— Oct. 1, Boscombe Down, "Study of the Upper Atmosphere Usina Rockets," by Dr. E. B. Doriing. Oct. 8, London Airport, "Some Aspect; of the Development of the Fokker Friendship," by H. Van Meerter; Luton, "Human Limitations of High Performance Flight," by S/L. T. C. D. Whiteside.
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