Contents

INTRODUCTION

CHAPTER 1 : SIR GEORGE AND THE WRIGHTS

CHAPTER 2 : OVERVIEW

CHAPTER 3 : TRANSATLANTIC FLIGHT

CHAPTER 4 : POST & EARHART

CHAPTER 5 : MARVELOUS MOSSIE

CHAPTER 6: THE SPITFIRE/MUSTANG STORY

CHAPTER 7: LOCKHEED & THE SKUNK WORKS

CHAPTER 8: THE COMET

CHAPTER 9: THE ABANDONED ARROW

CHAPTER 10 : HERC. AT 60

CHAPTER 11 : BOEING’S BIG ONE & THE COST COMFORT DEBATE

CHAPTER 12 : WHAT’S UNDERNEATH

CHAPTER 13 : WHERE ARE THEY NOW… AVRO, BRISTOL, CONVAIR…

CHAPTER 14 :A NEW CENTURY OF AVIATION

CHAPTER 15 : EPILOGUE

Picture Credits

BIBLIOGRAPHY

INTRODUCTION

My file A was always chock-a-block full until I reorganized it into sections such as aerodynamics, design, history, materials, structures, and so on. The contents of this book are taken from my general file – a collection of interesting and sometimes unusual accounts/events in aviation.

My own career in aviation began in June 1941 when I joined the local squadron of the newly-formed Air Training Corps, and on the 29th of that month, I made my first flight – in a Vickers Wellington bomber from Driffield (Yorkshire) aerodrome. This occurred while our squadron attended one week of training with the Royal Air Force (RAF). During a similar week the following year, we were bombed while there! The following year I made my second flight – this time in an Airspeed Oxford twin-engine trainer. By this mid- 1943, I had decided to follow a career in aeronautical engineering.

After leaving high school, I was accepted at the de Havilland Aeronautical Technical School at Hatfield, just north of London. This provided a four- year college-level course in aircraft design, maintenance, and production engineering. I concentrated on design engineering, which entailed passing examinations in mathematics, materials, theory of structures, aerodynamics, and an all-encompassing subject called design that included subjects such as hydraulics, landing gear, controls, and so on. I mention this because it is different from how this subject is taught today. For example, we took some of the examinations at the Imperial College in London. In addition to the classroom work, we had to spend 20 to 30 hours per week working in various departments of the de Havilland Aircraft Company to become thoroughly familiar with the production and testing of aircraft. Prior to this, we spent several months in the school’s workshops – operating machines of various types, sheet metal work, engines, and drawing office. During our time in the factory, we spent several months in each department, such as foundry, drop hammers, press shop, production line, flight test, instrument lab, aerodynamics, and stress office. Including workshops and classrooms, we worked about 10 hours per day for 5½ days per week and only had two weeks of summer vacation. I have read that this school was considered the best of its type anywhere, and I must admit that I have never seen one to equal it! A few years after I graduated, it became part of Hertfordshire University.

In today’s aircraft industry, it is not unusual to work on only two or three aircraft in a lifetime. During the 1940s, the war spurred development and demand so quickly that we worked on several aircraft types within only a few years. In the six years at de Havilland, I worked on the DH Mosquito fighter-bomber (manufacturing and flight testing), DH Vampire twin-boom fighter (aerodynamics), DH 103 Hornet fighter (manufacturing), DH Dove small airliner (manufacturing), and the DH Comet airliner (structural analysis). I also obtained my pilot’s license in a DH Tiger Moth.

After leaving de Havilland, I joined Avro Canada, located at the side of Toronto airport. For the next ten years, I helped design the CF-100 fighter, the Jetliner, and the CF-105 Arrow fighter. In my spare time, I was part of a very small design team that designed a single-engine bush plane, the Found Brothers FBA-2.

When Avro Canada closed down in 1959, I joined Lockheed in Marietta, Georgia, where I worked for 30 years. I spent most of my time in Preliminary/Advanced Design, where I worked on the C-130, Jetstar, C-141, C-5, and on many studies as well as Research & Development. Some studies included C-130s that were stretched considerably to carry passengers. We explored a variety of medium-size airliners (some at the request of Howard Hughes), some VTOL aircraft, a ground-attack aircraft, and an airplane that we called the NASA STOL (Questol). It was a competition from NASA to design an airplane that would be used to study many aspects of short take-off and landing, and it was a particularly interesting program to work on.

We won the competition and were ready to start detail design when the program was cancelled due to budget cuts. We examined versions of the C-130 to operate from aircraft carriers (and one did!). It was piloted by Lt. James H. Flatley when he repeatedly landed and took off again from the U.S.S. Forestal in moderate-to-rough seas in a KC-130F in 1963. Regular carrier operation requires a high sink-rate landing gear, and we did extensive studies on modifying the C- 130 gear to accomplish this.

During my time at Lockheed, I had the opportunity to present several lectures in the U.S. and abroad, wrote many technical articles and papers and one engineering textbook. Since then, I have done some consulting work and became a Fellow of the Royal Aeronautical Society. So that summarizes my credentials, and I hope that you’ll enjoy reading the contents of File A.

CHAPTER 1

SIR GEORGE AND THE WRIGHTS

Sir George Cayley (1773 – 1857) has been called The Father of Aerial Navigation, Father of Aviation, and The true inventor of the aeroplane…. However, he did not make the first flight in a powered airplane and could land on the ground equal to or more than the height from which it took off. That honor went to the brothers Orville and Wilbur Wright in 1903—46 years after Cayley died. He did provide the concepts and fundamental principles, though, including control of pitch, roll, and yaw. Still, in the mid-1880s, the internal combustion engine was not yet available, so he didn’t have the means to put his ideas into practice.

Sir George was a Yorkshireman, born in Scarborough on Yorkshire’s North Sea coast. He lived in Brompton (four miles from where I lived for the first 17 years of my life), a village some eight miles inland from Scarborough on the edge of the Yorkshire Moors. His mother, Isabella Cayley, was a very astute observer of nature and was aware of her son’s peculiar talents. She encouraged him to observe the natural world and document his findings, particularly relating to birds. When he was a teenager, she sent him to be tutored in Nottingham. He met the daughter of the Rev. George Walker, one of his tutors who was a mathematician and mechanic and a Fellow of the Royal Society. His daughter was a beautiful redhead and noted for her bad temper tantrums. Notwithstanding that, he fell in love with her, and they married. It turned out to be a very successful marriage, and the villagers were somewhat amused, and some dismayed to see her riding horseback with legs astride the saddle and smoking a pipe!

Sir George studied bird flight in considerable detail and documented his work—their dimensions, wing area, weight, speed, heart-beat, and flaps per minute. He conducted and documented many experiments to define and elucidate the effects of various wing sections and other aspects of flight, including the movement of the center of pressure as it relates to wing angle and wing shape. Just as Beethoven, Mozart, and Chopin were born musicians; Captain James Cook, Marco Polo, and Leif Erikson were born explorers; Napoleon, the Duke of Wellington, and George Patton were born to lead armies; Sir George Cayley was a born inventor. Not only did he prepare the groundwork for powered flight, but in his spare time, he invented the caterpillar tractor, used on the tanks that were invented for World War I. He also designed, made, and tested missiles with cruciform fins, similar to today’s missiles. He fired these into the bay at Scarborough and demonstrated how the cannonball’s range could be substantially increased by changing to a streamlined shape. He was also the first landowner to provide the laborers on his estate with an acre of land to cultivate for their own use. He did considerable work on the safety of trains, replacing the simple bumper at the front with compressed air shock absorbers and having automatic braking at the instant of impact. In yet another area, he became well-known for his expertise in land drainage. For example, in one area, he converted a large area that was essentially a swamp into one that grew crops of grain. In addition, he designed and made an artificial hand for one of his workers whose hand had to be amputated after an accident. It worked very well, even allowing the worker to write and pick up a nail from the floor!

It is interesting to note how researchers are once again studying bird flight and using morphing structures to emulate their aerodynamic efficiency in today’s jet-powered world. From his studies of bird flight, Cayley paid particular attention to the effects of wing camber to provide gliding capability. But he didn’t follow the idea of other inventors attempting to design a flapping wing (ornithopter) type of vehicle. Instead, he correctly pronounced that the best way for humans to fly was to sit in a vehicle with a fixed wing of appropriate design to develop sufficient lift by applying forward power, like a propeller powered by some kind of engine.

He designed and built a rotating arm, like a one-bladed helicopter blade, at the end of which he mounted a series of airfoils (miniature wings) of various cross-sections. He tested these at multiple angles to see how the various amounts of tilt—the angle of incidence—affected lift, from which he found the optimum angles for wings with various amounts of camber. His reports showed details of the wing sections, close to those used for many years to come and used by the Wright brothers.

He also used the rotating arm to explore the streamlined shapes used for airships. Balloons had been invented in 1783 when Cayley was just ten years old. He did not pay too much attention to them. Presumably, he considered them merely to be bags of hot air that could lift people from the ground and whose course depended upon the direction of the wind. He did, however, think seriously about airships and even went so far as to prepare preliminary designs. He realized that their size (425 feet long) was beyond his capabilities, but he provided fairly extensive details. He thought a hydrogen-filled airship would be too dangerous due to its fire hazard, so he contemplated using the tried-and-true method of hot air. He used a steam engine to heat it with a chimney going up into the bag. He recognized the need to minimize leakage for his hydrogen version by using one bag of thin-oiled skin inside another of coarser material. He suggested paddles for forward motion, and he had a rudder for direction control. In both of his airship designs, the passenger/crew module was a boat-like structure suspended beneath the bag. A final note on airships—the world had to wait until 1874 (17 years after Cayley’s death) before any more serious work was done on this subject when Graf Ferdinand von Zeppelin began his work.

After a long series of rotating arm tests, he built a crude model, the first true airplane mode, to test his findings. It had an adjustable tail with a fin and horizontal stabilizer and a movable weight to adjust the center of gravity. I find the following excerpt from Cayley’s notes on this model to be a typical example of his work, at a velocity of 21 feet per second, it would support 5.6 ounces, whereas by the tables of circular velocities there appeared only a support of 1.5 ounces. Crows have a foot surface and move 34.5 feet per second, supporting a pound, and the angle is not perhaps more than 3 degrees or 4 degrees. However, their wing is concave, which resists much more than a plane surface….

He became aware of the significance of wing aspect ratio, the long- span, narrow-chord wing has a high aspect ratio, and its camber, which Cayley called concave. Seagulls were of particular interest to him in this regard. To quote him again, I am apt to think that the more concave the wing to a certain extent the more it gives support and that for slow flights a long thin wing is necessary, whereas for short quick flights a short, broad wing is better adapted with a constant flutter as the partridge and pheasant. In a nutshell, there is a difference between a long-range bomber and a short-range fighter! Cayley also considered some of the structural problems associated with the long thin wing. When he commented on a proposal for an airplane with such a wing supported by bracing wires attached to a kingpost mounted above the fuselage, he expressed serious doubts about its structural integrity. He thought it better to provide adequate lift by using a biplane or triplane arrangement. He even went so far as to prepare a design for a triplane.

Camber, however, was one of his principal contributions to aeronautics. He developed some wing sections