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Aviation History
1963
1963 - 1166.PDF
Air-Cushion Vehicles FLIGHT International supplement, 27 June 1963 accompanying launch and overtook it. We had an opportunity of observing its response to the waves created by the launch and saw nothing to give rise to alarm. For a brief moment D.2 seemed to run into a condition of resonance between its natural pitch frequency and that of its wave encounter. However, even in this condition the pitching motions were small and quite rapidly damped out. I was fortunate to be allowed on board during subsequent runs. Capt Mason resisted my exhortations to put her hard over at full speed, and with a 600-mile journey to perform four days later one can understand his point of view. I was permitted to take over the steering for a while and found the craft very responsive to small helm changes, whilst there was a refreshing absence of the "let's go round sideways" tendency of some ACVs. At reduced speed the craft can be turned in about one and a half lengths, and for very slow speed manoeuvring its full rotatable thrust-line is a great advantage. This craft is considerably more positively controllable than many an orthodox displacement vessel and no port auth ority need fear that its being a hover craft implies any risk of danger or inconvenience to other port users. The enclosed and soundproofed fan compartments combine with the quite low-speed engines to make the D.2 quiet in operation. Apart from the bridge there is only one deck level, and this is a craft one rides "in" rather than "on." There are no open deck spaces, for there would be little comfort in going on deck at the speeds of which the craft is capable. The centrally located cabin has bus-type seating for 70 passengers and the fully glazed sides and tinted transparent roof give good passenger visibility on both The bow shape deflects most of the spray away from the bridge, but visibility for passengers forward is a little obscured D.2 demonstrating good manoeuvrability at low speed, with forward lift reduced, and (immedi ately above), showing how the smooth wake contrasts with the heavy swell (foreground) created by the smaller and slower photographic launch sides and upwards. This will be advant ageous during the proposed sight-seeing tours on the Thames. The "hot-house" effect will call for a powerful ventilation system during the summer months if the cabin is to be kept reasonably cool. Passengers will find the ride smoother and more comfortable than in a modern coach on a motorway. It is quite fascinating to see the way in which this shipbuilder's hovercraft differs from that of an aircraft manu facturer. The engines are mounted on the floor with space to walk round them. The steering position allows for a standing driver whilst the vessel carries normal marine lighting in addition to one of those winking orange things from the tops of aeroplanes. In course of time, perhaps, a new generation of designers will evolve whose thinking is neither specifically aeronautical nor marine but who will have grown up to think of ACVs as vehicles in their own right and not merely specialized versions of more traditional types. Meanwhile each industry has much to learn from the other, and the sooner this comes about the sooner we can expect to see ACVs in widespread daily use. 95
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