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Aviation History
1961
1961 - 0719.PDF
FLlGirr, 25 May 1961 SUPERSONIC SYMPOSIUM . . . nroblcpis were concerned. It was felt, however, that airframe manu-factures will be limited to metals now existing and which can be lested ;i time, and that there will not be enough time to contem-nlate LIIO use of completely new materials. Sien.ricantly, a need was felt for more data on the behaviour oflightV well as heavy metals. It was recognized that this data can be coiit-'Cted only over a fairly long time, since the exposure periodm the heat problem is important. It was stated that the B-70 programme at North AmericanAviation has provided some information on the behaviour of the heavier metals, but that results are not immediately availablebecause of the lengthy processing involved. There were indica- tions, however, that this information may show that the problemj s not as serious as it had been feared.The symposium spent some time discussing the ozone concen- trations expected at cruise altitudes. These would be considerable,and their effects might be serious, although it was said there are no known cases of fatal ozone poisoning among human beings.Finally, however, it was brought out that ozone can fairly easily be destroyed or filtered-out by the use of catalytic filters and that ozoneconcentrations should not be a problem. This was one of the relatively few times during the symposium when a fairly serious-looking problem could be completely ruled out. An approach, however, came during the discussions of pressurization. Manufac-turers reported that ram-air systems seem to offer a good standby in case of failure of the cabin pressurization system. Fuels will also involve extensive R & D work and possibly highercosts, although information on the latter point was not firm. Quantities of fuel involved were estimated at 185,0001b for theMach 2 SST and 190.0001b for the Mach 3. Various estimates of temperatures which bulk fuels might reach were provided. Thesefell into the 100-120° range for the Mach 2 project and 200-300 for the Mach 3. The temperatures obviously would vary with thetype of tanks and insulation, and with whether the fuel was used as a heat-sink by the airframe designer. It became evident that, for reasons of economics, weight andsafety, fuel will be one of the major problem areas. Some hope had been expressed that current fuel types would be acceptable withan SST and there seemed to be some possibility that this might be achieved, at least with the Mach 2 design. More serious difficulties were 729 anticipated with the Mach 3 project. Fuel suppliers warned that,while they might be able to provide the necessary thermal stability at Mach 3 temperatures without too much of a price increase, theycould do so only if other characteristics remained much the same. These predictions, however, did not allow for the possibility ofhaving to dump ageing fuel at the end of a flight. It may not be possible to mix fresh fuel with fuel which has been degraded byheat. Higher standards of cleanliness in fuel handling probably will be required because of the effect on thermal stability, and con-siderably more work is needed on spontaneous ignition and other factors affecting safety at the temperatures likely to be met. Air-lines insisted that 25min would be a desirable refuelling goal. It was indicated that the SST can be designed to be flown atclimb angles and with g forces which will be satisfactory for pas- sengers, but there was a clear split between manufacturers on onehand and airlines and pilots on the other on acceptable approach angles and landing speeds. Airlines were firm that today's jets haveas high landing speeds as they can accept, and pilots supported this view. Rates of climb of 4,300 to 8,000ft/min were suggested, withnormal rates of descent of 3,000 to 4,000ft/min. One manufacturer estimated that in extreme emergency an SST could descend from70,000 to 40,000ft in 45sec and that below that an ultimate capability of 15,000 to 20,000ft/min could be provided. These rates wouldignore considerations other than those of extreme emergency. Discussion between airlines and manufacturers indicated that thepilot will be able to fly in a "shirt-sleeves" atmosphere on the flight deck but with a good deal of automatic aid. always with theoverride capability. Much air-ground communication will prob- ably be automatic. Long-range navigation may be either Doppler-inertial or inertial, and today's short-range navaids will not be of much use except to fix position on approaching the terminal area,and in subsonic flight. Automatic landing capability will be pro- vided, it seemed apparent, and the SST must be able to use theILS systems in use, although it was foreseen that they will be improved by the time the aircraft appears. It was agreed that the SST will have to fit into the ATC systemof the day (although that system should be a considerable improve- ment over present equipment) and that it cannot expect preferentiallanding treatment, at least not beyond the period of introduction and initial use. It was felt that any further preferential treatmentfor an SST would be unacceptable to other airspace users. w. A. w. THE INDUSTRY High-Speed Nameplates PRODUCTION of nameplates and labels in anodized aluminium 1 by a quick photographic process is a speciality of R.H. Lighting Ltd, of Anyards Road, Cobham, Surrey. Known as Metalphoto, the product is available in two forms: the customer may order unprocessed plates and manufacture his own nameplates for labels, or he may send his artwork to the company. who will process it for him (they can also, if required, execute the artwork itself). Half-tone illustrations or linework are equally amenable to the technique. The process—which Flight has seen demonstrated—is handled by R.H. Lighting as sole UK distributors for Metalphoto Corpora- tion, of Cleveland, Ohio, and is a simple and effective one. The plate (available in a range of sizes and thicknesses) is of anodized aluminium coated with a sensitized emulsion, and is exposed for a few seconds either by contact or on an enlarger. After processing by normal photographic methods, i.e., developing for a few minutes, fixing and toning under darkroom lighting, the usual chemicals being employed, the plate is boiled for 30min. This seals the pores of the aluminium, trapping the emulsion within the anodized surface. As a result, the finished job is highly resistant to abrasion, and other advantages claimed are that the surface is non-cracking and non-peeling, resistant to salt spray and organic solvents (includ- ing aircraft hydraulic fluid) and lubricants, and non-fading. In use at the NPL, Teddington, is this Carl Zeiss metre interference com- parator which, using the wavelength of monochromatic light as a standard, can measure to one part in ten million. Zeiss agents in this country are Degen- hardt & Co Ltd, of 6 Cavendish Square, London Wl COOLING AIR FAILURE WARNING UNI TEST & WARNING SMITHS THERMO- 1 COUPLES An example of Metalphoto work by R.H. Lighting Ltd Nameplates can also be produced in colour—e.g., red and black, green and black, or gold and black—by use of a special chemical. The image can either occupy the whole plate or a number can be Printed on one plate and cut out to size afterwards. Shelf life of the unprocessed plates is two years. Normal time for processing of customers' work by R.H. Light-ln 8 Ltd is five working days, but a while-you-wait service is avail- able at Cobham for urgent work. A number of aircraft firms aream °np the company's customers. IN BRIEF Secomastic Ltd announce the appointment of Mr E. L. Townsendas chairman of the company. He is succeeded as managing director by Mr C. G. Tudor Pole. Dewrance & Co Ltd have formed a metals division, consisting of thefoundry at Hillington and special alloys division in London. Production executive is Mr J. B. Morton, situated at Hillington; Mr E. Wallace,situated in London, is sales and technical executive. Group sales figure by the Atlas Copco Group for 1960 was a record.At £33,100,000 it represented an increase over 1959 of £6,900,000. British subsidiaries are Atlas Copco (Gt Britain) Ltd, the sales company,and Atlas Copco (Manufacturing) Ltd, which makes mobile air compressors and contractors' pneumatic tools. Vinten Overseas Ltd is the new name for Cinematograph Export Ltd,associate company of W. Vinten Ltd, responsible for all sales outside Britain of 16mm cameras for aircraft and other specialized applications.The company will continue to operate from 715 North Circular Road, London, NW2: there is no change in directors or personnel.
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