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Aviation History
1962
1962 - 0370.PDF
370 LETTERS . . . at which to level off; limit to rate of climb or descent; upper and lower limits to speed or Mach number; altitude(s) at which warning signal required; speed or Mach number at which warning signal required. Limits to pitch attitude and note of change of pitch attitude would be built in. All the pilot (or autopilot) would have to do, after the equipment had been preset, would be to keep a bead on a target by moving the elevators, and to adjust engine power. The result would be the required climb or descent with warn ing or smooth levelling-off at required altitude. Some people may think it is unnecessary to take yet another task from the pilot and do it by automation, but this is one which does not involve decisions and could probably be done more efficiently by machine and with a lower frequency of gross and dangerous errors—provided the failure rate of the equipment is very low, that it fails safe with adequate warning and that mistakes in presetting are eliminated by proper checking procedures. Some advantages of improved "vertical" control would be: greater safety in clearance above the ground; safe use of lower critical heights on instrument approaches; better adherence to flight levels and altitudes, giving safer and perhaps more economical use of airspace; better adherence to assigned or reported rates of climb or descent—perhaps also improving the economical use of airspace. The best detailed design of a "vertical" IFS might be discovered by "human engineering" research, which might be directed not to discover which is the best type of instru ment to do a particular job, but rather to answer the broader question: "What is the best method of controlling altitude?" The old QFE/QNH argument might be settled in this way. Crowthorne, Berks j. D. PROCTOR, Capt [BEA have shown their awareness of this requirement by specifying not only height-holding, but also height acquisition and rate of descent holding, as well as Mach number and airspeed holding (with autothrottle), for the Trident, de Havilland and Smiths Aviation Division are providing the necessary equipment. The demands will be inserted on the autopilot controller and, presumably, will appear on the flight director instruments as well.—Ed.] Show-business Flying SIR,—Further to "In the Air, on the Air" (February 15 issue) Jackie Rae has now unearthed his favourite "flying" shot [reproduced herewith—Ed], taken at Camp Borden, where he trained, when he again flew a Spitfire. Although he had 1,600hr "Spit" time in his log-book, RCAF gave him a careful "check" before the nostalgic sortie. He then left for Korea to entertain the troops. Few who enjoy his act on radio, television, or in the current Jackie Rae (see "Show-business Flying," above) FLIGHT International, 8 March 1962 Palladium pantomime realize that he is the same Fit Lt J. A. Rae, DFC, who in No 416 (RCAF) Sqnflew No 2 to "Johnnie" Johnson, had a "bag" of eight e/a destroyed, and still loves to get airborne whenever his engagements permit. This coming summer he hopes to notch many more "twin" hours in the Surrey Flying Club Gemini and to catch up on his singles time in Spits and post-war light aircraft. Asked which was his most memorable sortie he smiled and said "Not sortie—sorties: the day I was detailed to fly the local ATC cadets in the 416 "Maggie"—all 21 of them. I flopped into bed, tired out; but was awakened early next morning— for the Dieppe Operation. Twenty-five times airborne in 24 hours!" Leigh-on-Sea, Essex LESLIE HUNT Luton Decibels SIR,—Much has been written lately on the merits of Luton Airport as a business and charter base—enterprising and far- sighted owners (Luton Corporation), good road and rail links to both London and the Midlands, and more besides. There does appear, however, to be one serious de-merit which could outweigh the advantages unless it is quickly removed. That is noise. Not the necessary evil of take-off and landing noise, but the hideous screech of military aircraft being ground-run, for which there should be no excuse on a civil airport. Surely British Aircraft Corporation can afford one sup pressor, and show some consideration for their neighbours by using it. Harpenden, Herts SHOCKED M3 or M2? From Professor J. Lock wood Taylor SIR,—I have no special wish to engage in controversies about the desirability or advisability of supersonic airliners, or M3 versus M2, but 1 wonder if the opponents in these argu ments have reflected on one particular point. Which is more likely at this time of day, a "break-through" in subsonic aircraft design or a break-through in supersonic aircraft design, still in its infancy? It is rash to prophesy, but I will venture a guess that if such a break-through does come, it will favour the M3 rather than the M2 design. I even have an idea how such a break-through might materialize; but perhaps I had better say no more. Trondheim, Norway J. LOCKWOOD TAYLOR FORTHCOMING EVENTS Mar 8 RAeS: Fifteenth Louis Bleriot Lecture (in Paris), "The Role of Jet Lift," by David Keith-Lucas. Mar 16 Institute of Transport: Annual Dinner. Mar 16 Institute of Navigation: "VLF Navigation." Mar 19 RAeS Historical Group: "Aviation Journalism" by Maj Oliver Stewart. Mar 22 RAeS (Main lecture at Glasgow Branch): Pitcher Memorial Lecture," Facilities at the National Physical Laboratory for Research on Hypersonics and Low Density." by Prof D. W. Holder. Mar 27 Institute of Transport (West Middlesex Group): "The Car Ferry," by M. Barron. Mar 28 RAeS Graduates' and Smdents' Section: a.g.m. Mar 30 RAeS Man-powered Aircraft Group: Film Evening. Apr 2 Institution of Electrical Engineers (Electronics and Communications Section): "Progress in Aircraft Aerials," by R. A. Burberry. Apr 5 RAeS: First Reynolds-Prandtl Lecture. Apr 7 British Interplanetary Society: Film Show. Apr 10 RAeS Astronautics and Guided Flight Section: "Re coverable Air-breathing Boosts for Space Vehicles," by R. J. Lane. RAeS Branch Fixtures (to Mar 15): Mar 13, Luton, "Space Travel," by G. K. C- Pardoe. Mar 14, Manchester, Chadwick Memorial Lecture, "Design Problems of the Future." by Sir William Farren.
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