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Aviation History
1964
1964 - 1315.PDF
738 FLIGHT International, 30 April 1944 An obviously pre-1914 unidentified flying object. All attempts to identify the subject of this photograph, sent by Mr F. W. Underwood of Hampton Wick, Middx, have failed—including consulting "Flight Inter- national's" extensive photographic library. Among our readers strong on the aircraft of the early years may be one who recognizes this machine. Others may amuse themselves by trying to find the six men who appear in the picture, wholly or in part LETTERS... example of a well-financed project, while the Beagle 218, designed with a high proportion of plastics, is now being re- engineered in metal. But it appears doubtful that the simple moulding of major components—say fuselage half-shells—from plastics will prove advantageous structurally or economically. -Ed] Heat Sink? SIR,—If 1 may quote and comment on page 570 of your article on the TSR2 (April 9):— "At Warton, to render the labour of stress analysis at elevated temperatures less formidable, a series of tests has enabled data sheets to be prepared which extend creep theory in such a manner as to be readily assimilated and applied as routine in the stress office. This is considered to be a major advance in design technique." Our stress office ambient temperature is, of course, main- tained at 183°F (191°F in summer); and at this sort of heat you can hardly blame the lads for creeping. They do it so easily, as you point out, because of these data sheets, which were prepared after putting a stop-watch on one of our most perennial creepers. Up here, after all, we apply a systems approach to everything. I suppose it also shows how careful writers have to be with nit-pickers like me about. J. R. DANIELS, BAC, Preston Division Assistant Engineer, Warton Aerodrome, Lanes Technical Publications demonstration and light aircraft operators all over the coun- try can expect to benefit from it. This awakening of interest is the most valid reason of all for holding an air race. To contemplate the designing of special types for racing is only to add complication upon complication. The only reasonable approach is to throw the race open to all and sundry up to, say, Dove or Lockheed 12 size. To insist on specially designed and built types is to restrict the entry in any event to those moguls who can afford to build a new and otherwise useless aircraft. The general approach as followed in the recent event out here encourages young aero-club fliers to take part. The expense of hiring the aircraft for such a long race is severe enough; to have to provide a special racer is absurd. I look forward to a Great Round-Britain Air Race, flown by aircraft ranging from Linnets to Queen Airs, and piloted by young, keen lads and lasses from the aero-clubs; not plutocrat-driven specials built particularly for racing. Findon, S. Australia R. c. BROWNE IN BRIEF Mr Arthur R. Pitcher, of 14 Burns Close, Woodley, Berks, is interested in forming a Hurricane and Spitfire Club, for the collection and preservation of specimens of all marks—including, it is hoped, the naval varieties—and where possible to keep them inflyable condition. Membership would be restricted to those who have had direct dealings with these aircraft, as pilots, fitters, air traffic controllers, fighter plotters and so on. He invites those interested, and those knowing the whereabouts of Spitfires and Hurricanes, to write to him. Plain Man's Air Racing SIR,—Your recent correspondents giving their views on the subject of air racing may be interested to learn of the great success attending what was probably the greatest light air- craft race ever held outside the USA, namely, the R. M. Ansett Brisbane - Adelaide race at Easter. This event proved that a one-class race is quite definitely not the only way, as one correspondent insists. Participating aircraft varied from a Comper Swift to a Mustang. Over 140 light aircraft finished, including those named and such widely varying types as the Fairchild Argus, Stinson Reliant, Saab Safir, Meta-Sokol, Hornet Moth, Lockheed 12A, and hordes of all the common Victa, Cessna, Piper and Beechcraft singles and twins. - One writer suggests that the only valid reason for holding an air-race is the "improvement of the breed." As a private pilot who spends a good deal of his time at the controls of Australian and US light-planes, I suggest that the breed doesn't need a great deal of improvement; whatever improve- ments are necessary will come about as a natural consequence of competition between manufacturers. What is needed is a demonstration of reliability and safety on a huge scale to the man in the street, to encourage him to take the game up, fly light aircraft himself, and possibly later on use them for business purposes. This recent race has provided such a FORTHCOMING EVENTS April 24- Hanover International Air Show, Langenhagen Airport.May 3 April 30 RAeS Derby Branch: "Laminar-flow-control Aero- planes," by G. H. Lee. May 4 RAeS Halton and Henlow Branch: Seventh Trenchard Memorial Lecture. May 5 RAeS: "Supersonic Transport—the Acme of Econ- omy" by F. W. Kolk. May 6 British Institute of Radio Engineers, Radar Group: "Long-term Air Traffic Control Systems Concepts" by H. Jessell. May 6 Society of Environmental Engineers: "Test Facilities to Simulate Thermal Environments in Supersonic Aircraft," by J. Rudman. May 6 RAeS Hatfield Branch: a.g.m. May 6-8 Electrical Inspection Directorate, Mo A: Open days at Bromley, Kent, Laboratories and HQ. May 7 RAeS: a.g.m. May 7-10 International Air Fair, Biggin Hill. May 8-10 Channel Islands Aero Club: International rally, Jersey. May 9-10 Doubs Aero Club: 6th international rally and 2nd precision rally, Doubs.
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