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Aviation History
1963
1963 - 1210.PDF
36 FLIGHT International, 11 July 1963 WORLD NEWS more power is applied, the more lift re sults at a constant angle of attack. There fore the more drag is applied, the more power can be used and the better the lift. Hence the present inner-flap deflection of 97° and the proposal to go to 110°, and even to 130°! In addition, a higher weight requires higher approach power, more lift results, and the speed for the correct angle of attack barely varies at any weight. Standard approach is at 48-50kt at 50 per cent power, at 3° angle of attack, at 800ft/ min descent, giving a 15° glide-slope. At high weights. power is increased to 55-60 per cent, angle of attack remains constant and speed almost the same; and the pilot can pull well over 20° angle of attack with out stalling. The wing incidence being 3°, the fuselage is parallel with the line of flight, making for a good visual impression. Within l£-2sec, the pilot can achieve 100 per cent reverse thrust, or go round again with equal ease. Special controls provided to facilitate this kind of operation are described on the opposite page. Diversification at Cranfield An indication of the extent to which the College of Aeronautics has widened its interests over the past few years was given on the occasion of the annual Presentation Day at Cranfield on Friday last, July 5. Out of a total of 108 students who received diplomas and certificates, only 41 had completed the two-year postgraduate course in aeronautics leading to the Diploma of the College of Aeronautics (DCAe)—the course for which the College was founded in 1946. The remainder of the students received 37 Diplomas in Advanced Engineering, 13 guided-missiles course certificates, 11 Diplomas in Automobile Engineering (of the Advanced School of Automobile Engineering), and six certificates for one- year courses in production technology, operational research and welding tech nology. Special prizewinners included B. E. Edney (Governors' Prize, Fan Makers' Company Prize, Royal Aeronautical Society Prize); P. R. J. Burroughs (Governors" Prize); B. D. Murray (Principal's Prize); jjSj£j^'&$MfsiP§&$t'$ x't '..Mk- '•*.*_' T sammwmmmmmimm 'IK * sJtmM, rawWsfeK&v llfflWHl—WMBI Look, No JATO In our report of the Paris Show (June 20) we described the take-off of the Lockheed C-I30E as astounding. This it certainly was, the actual run, we believe, being no more than 500ft. However, we intimated that this was accomplished with jet assistance, whereas such was not the case. The performance was thus all the more remarkable D. W. Laurie-Lean (first award of the Cranfield Society Prize); B. Mellers (SBAC Prize); C. W. Andrews (Fan Makers' Company Prize); and H. I. D. Du Plessis (SBAC Prize). The awards were presented by Mr Julian Amery, Minister of Aviation. Other speakers at the ceremony were Sir Harold Roxbee Cox, chairman of the Board of Governors; Prof A. J. Murphy, Principal of the College; and Mr H. N. G. Allen, vice-chairman of the Board. A £10m May Exports by the British aircraft industry during May are stated by the Board of Trade to have amounted to £10,575,051. This is the second time this year that the industry's monthly total has topped the £ 10m mark. Sales of engines and parts accounted for over half the May figure, coming to £5,599,774. Other totals were £4,492,608 for aircraft and parts; £209,928 for instru ments and £72,741 for tyres. The industry's biggest customer for the month was West Germany, spending £1,050,057 on engines and parts. India was the largest "aircraft and parts" customer, spending £702,016. Unscheduled Arrival at RNAS Lossiemouth on June 30: a Beechcraft Musketeer flown across the Atlantic from St Pierre, south of Newfoundland, by a Swedish ferry pilot Mr S. England. Bremen-bound, he had been diverted from Kirkwall. During his transatlantic flight he navigated by obtaining fixes from airliners in his vicinity Mr Amery's Secretary The Minister of Aviation, Mr Julian Amery, has appointed Mr C. B. Benjamin as his private secretary. Retirement of Mr G. Worrall, chief test pilot of Gloster Aircraft from I960 until the company amalgamated with AWA, from test flying, following the HSG reorganization, has been announced. He contributed much to the early Meteor programme, and to research into GA-5 Javelin prototype and developments IAF STOL Transports A committee of inquiry appointed by the Indian Defence Minister, Mr Y. B. Chavan, reported to him last March on military aircraft production in India. One of the most urgent needs of the IAF is a transport capable of operation from short fields at high altitudes near India's northern border. The committee discussed the manufacture of the Hawker Siddeley 748 at the IAF factory at Kanpur, and noted that, although there was no defect in these aircraft, they fell short of meeting the IAF requirement- which has changed dramatically, through political circumstances, since the 748 was chosen. The committee suggested that ths' number built should be restricted to about 12, and that future plans should be made in consultation with Hawker Siddeley. The Indian Government's current licence already embraces the 748MF, which appears ideally suited to the IAF needi. Alternatively, the Indian committee has suggested the licence-manufacture of the DHC Caribou 2 (see page 34).
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