350

FLIGHT
ANGLO- FRENCH OCCASI ON
A Notable Gathering in Paris for the Seventh Louis Bleriot Lecture
O
N March 10th the seventh Anglo-French Louis Bleriot
lecture was delivered in the Salle de la Societe des Anciens
Eleves des Ecoles d'Arts et Metiers, by Mr. Raoul
Hafner. A comprehensive summary of the paper appeared in the
special Helicopter Number of Flight last week.
The paper was originally in English, but all the proceedings
of the Paris meeting were conducted in French, and were pre-
sided over by M. Jarry, president of A.F.I.T.A. Mr. Hafner
began by reading the introduction of his paper in French, and
then handed over to M. Morain, head of the helicopter division
of S.N.C.A.S.O., who read an excellent French translation of the
main body of the paper. The relevant illustrations, to the num-
ber of over 60, were projected on to a screen as he spoke.
After the reading of the paper, the meeting was addressed by
M. Louis Breguet, the French aircraft designer and pioneer of
helicopter development in Europe. He congratulated Mr.
Hafner on his lecture, which, he said, showed clearly all the
problems that had yet to be overcome. In particular, he described
Mr. Hafner's suggestion for a convertible helicopter as the most
probable solution of the problem, notwithstanding the specula-
tion which immediately arose as to passenger reaction to gimbal-
mounted seats. M. Breguet did, however, suggest his own
alternative propulsion system within a similar design specifica-
tion. He concluded by saying that, since terminal delays such as
Customs and immigration controls would never disappear, the
principal means of speeding up communications lay in the reduc-
tion of the actual travelling time between two points, and that
the convertible helicopter was the ideal solution.
The final speaker was Ing. Militaire en Chef Garry, head of
the rotary-wing department of the French Air Ministry, and
holder of the first French helicopter pilot's certificate. He men-
tioned the interest of his own department in the paper and
spoke of Mr. Hafner's background in rotorcraft design, which
dated back over 20 years. He also referred to future develop-
ments along these lines and particularly to the B.E.A. plans
for passenger helicopters on internal routes in Britain.
Immediately after the lecture a reception was held in a room
adjoining the lecture hall. Closely following the reception was
a banquet in the French Aero Club, at which the guest of honour
was M. Christiaens, the French Secretary of State for Air. A
considerable number of the leading French designers and tech-
nicians were present, including M. Breguet; M. Potez; M.
Heurteux, president of U.S.I.A. (the French equivalent of the
British S.B.A.C); M. Morain, designer of the Ariel and Djinn
series of helicopters; M. Leduc; and M. Jakimiuk, designer of
the Baroudeur. English guests included Mr. Hafner and
Mr. C. F. Uwins of Bristols, Sir William Farren, A. Cdre. Banks,
Dr. Ballantyne and Mr. B. S. Shenstone. The French Air Staff,
and Air Ministry and foreign air attaches were also represented.
The after-dinner speeches, made by M. Jarry, M. Heurteux
and Sir William Farren, all stressed the importance and value
both to the two countries and to the western world of Franco-
British co-operation. Finally, M. Christiaens, introduced by
M. Jarry as "le Ministre Supersonique," described Anglo-French
aeronautical co-operation as having begun with the thin thread of
Louis Bleriot's original crossing of the Channel; it had, he said,
developed into the mighty link which was forged during the war
and which continued still. He referred particularly to French
production and development of English aircraft and engines.
In the abstract of Mr. Hafner's lecture in last week's issue,
curves showing "airline costs" against stage length were given
(Fig. 5). It should be made clear that these were "airline costs"
as defined by the B.E.A. system of cost allocation, and consist
broadly of those costs, including overheads, not included in the
term "direct operating costs." This applies also to the annual,
hourly and landing costs
quoted on page 317
these also were "airline
costs." To complete the
helicopter cost picture,
we print here a further
diagram from Mr. Haf-
ner's paper, showing
direct operating costs for
various types of heli-
copter and fixed-wing
aircraft. For purposes of
comparison the same
all-up weight (50,000 lb)
is assumed.
The graph, from Mr.
200 4 0 0 600 800 <,OO0 Hafner's baber referred
STAGE-LENGTH ( n. m) najner s puper, rejerreu
to above.
V
1. LOW-SOLIDITY HELICOPTER
2 . HIGH-SOLIDITY HELICOPTER
3. LOW-SOLIDITY COMPOUND
4 HIGH-SOLIDITY COMPOUND
THE NAPIER DE-ICING SYSTEM
T^ OLLOWING a description, in last week's issue, of the
-* Napier surface heater de-icing system, we have been able to
visit the company's Luton factory and see the new technique
in application. The main principle is the use of a spraying
process for the application of the de-icing element and insulating
layers.
For any component or section, the fitting of the terminal
blocks is the first stage in the application of the heater mat.
These terminals are very compact and light and, when fitted,
their metal connections project through the skin
of the component. The base layer of insula-
tion (Araldite resin) is then sprayed on to the
skin, surrounding but not covering the metal
connection. The actual heater element of either
copper alloy or aluminium is then sprayed on
top of the base insulation, to the thickness and
pattern determined by the required heating effect
and the area to be protected. The metal is supplied
to the flame spray-gun either in powder or in wire
form.
Whether applied by hand or mechanically (in
which case the feed of the metal into the gun is
closely controlled) the metal layer is next checked
for uniformity. This is done by moving a two-point
probe across the surface and noting the voltage drop
between the points. Scraping or extra spraying of
the surface is performed to correct any variation in
resistivity. A 1,000-volt check of the base insulation
is also made.
The top insulation coat of Aralditeone-third the
thickness of the base coatis then sprayed over the
Part of the de-icing production facilities at Luton, showing
some of the hand-spraying booths, and the bench where
uniformity of the metal elements is checked.
metal element and is polished. Finally, functional tests and a
complete inspection are made. A view of part of the Napier
production space at Luton which is devoted to the application
of the de-icing mat, is shown below.
One main advantage of the spraying technique over other
electro-thermal methods is seen in cases where double-curvature
or other intricate shapes are concerned. As there is no separate,
"tailored" mat to be attached to the surface, the possibility of
hot-spots due to inefficient adhesion does not arise.