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Aviation History
1963
1963 - 0644.PDF
618 INDUSTRY International. pneumatic rams. The smaller carriage ram exerts loads up to 25,0001b and the larger up to 70,0001b. For a normal test, the weight of the flywheel is first adjusted to give the required k.e. at approximately the correct landing speed. It is then rotated at a slightly higher speed, the driving motor disengaged and the carriage moved forward to load the wheel assembly against the flywheel rim. When the desired rotational speed has been obtained, the wheel-brake is applied to bring the assembly to rest. The time required to achieve this is taken as a measure of brake efficiency. To anticipate requirements of supersonic aircraft, a "hot box" has been added, in the form of an inner and outer shell completely enveloping the tyre/wheel as sembly. The inner shell corresponds to the retraction bay, and can be tailor-made to suit individual aircraft; the outer shell is heat-insulated. Hot air from an external 13-5kW heater is blown into the outer shell while the irmer shell contains its own 9kW booster to raise the temperature quickly, since aircraft may reach supersonic speeds soon after take-off. o o LU a. -5 < rr III a. > LU H HEAT RESISTING SYNTHETIC RUBBER NATURAL RUBBER 4 8 12 16 DURATION OF EXPOSURE (min) 20 Timejtemperature limits for degradation of natural and heat-resisting synthetic rubber in the presence of hot-air blast When the required temperature has been reached, the thermostatically controlled external heater ensures that it is maintained, to simulate conditions in the retraction bay during supersonic flight. This temperature can be up to 150°C, which is adequate for up to about Mach 2.5. After the predeter mined heat-soak has been achieved the hot-box is moved towards the dynamo meter; the tyre is then exposed by opening the outer and inner shell and is loaded against the flywheel. With this apparatus, a typical test might be as follows:— Taxi cycle The assembly is loaded against the flywheel, driving to 30kt and braking to 20kt, repeated five times. Heating cycle The assembly is retracted, the envelope closed and heat applied for a specific period, representing supersonic flight. Landing cycle To simulate a landing at 133kt the envelope is opened and the tyre loaded against the drum. The drum drive is disengaged and the wheel brakes applied to reduce speed to 30kt. FLIGHT International, 25 April 1963 Taxi cycle A 5min run with braking. Resting cycle This could be 15min, after which the whole cycle is repeated a given number of times. When the required number of cycles have been completed, detailed recordings made during the test enable heat distribution to be studied. This is done by means of thermocouples placed in the tyre bead, sidewalls and crown, in brake fluid, friction and rotor plates, and in critical parts of the wheel. Although important, laboratory evalua tion of materials does not provide a complete answer to the fresh problems that arise with successive generations of aircraft. It is only by comprehensive testing of complete tyre/wheel/brake assemblies, under closely reproduced working conditions, that sound assessments can be made to guide prototype design. This new facility, in conjunction with those within the Aviation Division and at other places in the Dunlop research network, is proving to be of considerable value in the design of equipment for supersonic and other aircraft. SBAC Data Sheets A complete set of materials data sheets prepared by the Society of British Aircraft Constructors, presenting in tabular form mechanical properties and other important data for metallic materials included in British national specifications for aircraft and general engineering, is now available and may be obtained from the SBAC Technical Section, 29 King Street, St James's, London SW1. In addi tion to a comprehensive analysis of typical physical properties, information is included on available material sizes, reduction of strength at elevated temperatures, compari son of response to corrosion and stress cracking, and comparison of response to various fabricating processes. The complete set of 56 data sheets, cover ing all aircraft materials (including 13 sheets on general engineering materials), costs £2 15s to new applicants. Amend ments are issued periodically, and indivi dual sheets may be obtained at 2s each. COMPANY NEWS Brooke Tool Automation Directors Mr R. W. Harris has been appointed director and general manager of Brooke Tool Automation Ltd, Perry Barr, Birmingham 22B, and Mr K. G. Walton has been made technical director. REC Development Engineer The appoint ment has been announced by Research & Engineering Controls Ltd, Bognor Regis, Sussex, of Mr J. S. Johnston, BSC, ARCS, AinstP, AMBritiRE, who joined the company from Decca Radar in 1961 as chief develop ment engineer. He will be responsible for research on and development of platinum resistance thermometers and general tem perature and pressure measurement and control systems. Flight Refuelling's 2±in pressure-refuelling hose coupling being used on a Belgian Air Force F-84F. Originally developed for the British Government, this coupling has also been ordered in quantity by the French and Swedish armed forces. It is also licence-manufactured in France by Soc/ete Carburateur Zenith. The coupling, with other FR products, is being exhibited at the Paris Aero Show (June 6-16) Ferranti Edinburgh Post The appointment of Mr G. Dawson as sales manager, inertial systems department, has been announced by Ferranti Ltd, Edinburgh. Since joining the company in 1950 he has been associated with development work on gyroscopes and aircraft instruments and in his new post will be responsible for all aspects of sales of gyroscopes, inertial platforms and other products of Ferranti's inertial systems department. Racal RAF Trophy The chairman of Racal Electronics Ltd, Mr R. F. Brown, recently presented the Racal Trophy to the CO of 27 Sqn, Wg Cdr V. N. Cramer, at RAF Scampton. The trophy has been donated by Racal for annual competition among the Vulcan squadrons of 1 Group, Bomber Command, and this was the first award. Representing the group was the AOC, AVM P. H. Dunn, and representing the company Mr E. T. Harrison, deputy managing director, Sir Francis Fogarty and Dr J. S. McPetrie. Mr J. C. Brooke Retires After a career in aviation which began when he learned to fly at Brooklands in 1914, Mr J. C. Brooke recently retired from the technical publica tions department of Flight Refuelling Ltd, where he had been since 1955. A com memorative article on "Brookey" in the Flight Refuelling staff magazine says that he may well have been the first airman to put an aircraft into a spin intentionally in order to demonstrate how to regain control—in a Sopwith Scout at RNAS Killingholme in 1915. Later he served in the RAF and was second pilot during the testing of the Singa pore flying-boat used by Sir Alan Cobham on his 20,000-mile flight round Africa. He retired from the RAF in 1942 then joined FR after working as an aviation consultant.
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