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France Resurgent

France Resurgent Aircraft Engineering THE MONTHLY SCIENTIFIC AND TECHNICAL ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION VOL XIX No 221 S.B.A.C. DISPLAY SEPTEMBER 9TH-14TH STAND NO. 64 JULY 1947 to us of AIRCRAFT ENGINEERING since we thought them so sound in design and construction when we saw a description of them in a HIS month there appears the first part of an article on pro­ booklet issued by this German firm that we published an extended duction in France, which is a further outcome of the TECHNICAL translation of it just after the outbreak of war in 1939 in the hope TEDITOR'S visit earlier in the year, and a full account of the that the information might be of value to production engineers in principles underlying the VERNISSE coupling and a description of it, this and other countries. It is, therefore, gratifying to find that these for which there was no room in his review of the work of the ARSENAL adjuncts to large-scale production evolved in Germany for armament DE L'AERONAUTIQUE published last month. are finding a peacetime use in France today. It affirms their adapt­ ability for use in the production of different types of aeroplane, Outstanding Determination while the illustration reproduced on p. 237 exemplifies the rigidity arising from their massive construction—to both of which points we The outstanding impression gained, to our mind, from the details called attention in our original description. of the production of the Aérosudest SE-2010 by the SOCIETE NATION- ALE DE CONSTRUCTIONS AERONAUTIQUE DE SUD-EST is that it gives one more manifestation of the unconquerable spirit of the French The Use of Conies nation. The difficulties, chiefly arising from various effects of the aftermath of war, of producing so large a machine in such scattered It will be recalled that in April this year we published a letter and piecemeal fashion might well have so daunted the courage of from M R BROADSTON of NORTH AMERICAN AVIATION on the advan­ management and staff as to appear insurmountable; and if they had tages of analytic geometry in aeroplane layout. This has led to M R decided to postpone the whole project till times became easier it LIMING, of the same firm, who is the leading exponent of the method, would have been forgivable—and certainly understandable. It is sending us the article we publish in this issue on one aspect of it, not necessary to read between the lines, or exercise any undue conic lifting, in which he introduces the basic theory of the system. amount of imagination, to visualize the courage that must have been It is, unusually perhaps, but none the less appropriately, prefaced by needed to avoid despair as each succeeding obstacle reared itself; a brief foreword by M R SCHWALENBERG, the firm's chief industrial because the facts of the expedients that have been necessary, and the engineer, whom, in an accompanying letter, M R LIMING describes ingenious artifices devised, tell the story in the plainest possible as the 'father' of the NORTH AMERICAN Loft and as personally in­ language. corporating this conic system into the actual lofting of the aircraft; the individual responsible for initiating the use of this technique in The Background the aircraft industry in America being, it appears, M R SCHMUED, the firm's Assistant Chief Engineer in charge of Design. As we believe We should like in all humility to express our admiration to that this method is one which will in time become more and more widely well-known French aeronautical engineer M. SATRE and his assis­ used in the aircraft world in all countries we are glad to give the tants. The simplest way of emphasizing the circumstances that names of the firm and the members of its staff to whom belongs the arouse this feeling is to quote here one paragraph from the text of the credit of being pioneers in its adoption. It is of particular interest to article: 'The fuselage is built in two sections, at St Eloi, and then the British industry to note that the first aeroplane whose fuselage taken by road to the least damaged building at Blagnac, where final and subsidiary shapes were, we are informed, developed entirely assembly takes place. The wing spar is made at Marignane, near with conies was the Mustang which, its American progenitors are Marseilles, while the leading edge and trailing edge sections are the first to admit, owed so much of its outstanding qualities to the made at La Courneuve, near Paris. The tail unit, flaps and ailerons close co-operation of British designers during its development. are made at the factory at Bois Colombes, near Paris. All these parts have to be taken several hundred miles by road for final assembly at Toulouse.' Hardly comparable dispersion was achieved in England under the spur and threat of war, but to display such persistence in A Useful Chart grappling with the manifold problems arising in the less stimulating conditions of peace argues determination of the highest order. Even, We have to thank MR S. WEINBERG, of the Joseph Lucas Re­ it will be noticed, at the last moment an unforeseen difficulty arose search Laboratories, for kindly allowing us, for the benefit of de­ in the fresh conditions imposed by revised I.C.A.O. regulations signers, the nomogram which appears on p. 224. Based on the I.C.A.N. Standard Atmosphere, it was developed by him to give in which involved adding two metres—we had almost written two convenient form parameters which had been found to be commonly cubits—to the stature of the tail; necessitating not only a new venue for its construction but the sinking of a pit to accommodate the used during fundamental work on jet engines. All that is required to production jig even in the changed surroundings. read off the information required is a straight edge. There are those, we know, who are to some extent what may be described as 'allergic' to nomograms, but we feel that many readers will welcome this A German Jig example of a chart which has many uses for those dealing with the calculation of aeroplane performance as well as designers of both jet A detail of the actual production process, in the use of jigs made and more conventional engines. up from components of the HENSCHEL type, is of historical interest http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

France Resurgent

Aircraft Engineering and Aerospace Technology , Volume 19 (7): 1 – Jul 1, 1947
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb031524
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Abstract

Aircraft Engineering THE MONTHLY SCIENTIFIC AND TECHNICAL ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION VOL XIX No 221 S.B.A.C. DISPLAY SEPTEMBER 9TH-14TH STAND NO. 64 JULY 1947 to us of AIRCRAFT ENGINEERING since we thought them so sound in design and construction when we saw a description of them in a HIS month there appears the first part of an article on pro­ booklet issued by this German firm that we published an extended duction in France, which is a further outcome of the TECHNICAL translation of it just after the outbreak of war in 1939 in the hope TEDITOR'S visit earlier in the year, and a full account of the that the information might be of value to production engineers in principles underlying the VERNISSE coupling and a description of it, this and other countries. It is, therefore, gratifying to find that these for which there was no room in his review of the work of the ARSENAL adjuncts to large-scale production evolved in Germany for armament DE L'AERONAUTIQUE published last month. are finding a peacetime use in France today. It affirms their adapt­ ability for use in the production of different types of aeroplane, Outstanding Determination while the illustration reproduced on p. 237 exemplifies the rigidity arising from their massive construction—to both of which points we The outstanding impression gained, to our mind, from the details called attention in our original description. of the production of the Aérosudest SE-2010 by the SOCIETE NATION- ALE DE CONSTRUCTIONS AERONAUTIQUE DE SUD-EST is that it gives one more manifestation of the unconquerable spirit of the French The Use of Conies nation. The difficulties, chiefly arising from various effects of the aftermath of war, of producing so large a machine in such scattered It will be recalled that in April this year we published a letter and piecemeal fashion might well have so daunted the courage of from M R BROADSTON of NORTH AMERICAN AVIATION on the advan­ management and staff as to appear insurmountable; and if they had tages of analytic geometry in aeroplane layout. This has led to M R decided to postpone the whole project till times became easier it LIMING, of the same firm, who is the leading exponent of the method, would have been forgivable—and certainly understandable. It is sending us the article we publish in this issue on one aspect of it, not necessary to read between the lines, or exercise any undue conic lifting, in which he introduces the basic theory of the system. amount of imagination, to visualize the courage that must have been It is, unusually perhaps, but none the less appropriately, prefaced by needed to avoid despair as each succeeding obstacle reared itself; a brief foreword by M R SCHWALENBERG, the firm's chief industrial because the facts of the expedients that have been necessary, and the engineer, whom, in an accompanying letter, M R LIMING describes ingenious artifices devised, tell the story in the plainest possible as the 'father' of the NORTH AMERICAN Loft and as personally in­ language. corporating this conic system into the actual lofting of the aircraft; the individual responsible for initiating the use of this technique in The Background the aircraft industry in America being, it appears, M R SCHMUED, the firm's Assistant Chief Engineer in charge of Design. As we believe We should like in all humility to express our admiration to that this method is one which will in time become more and more widely well-known French aeronautical engineer M. SATRE and his assis­ used in the aircraft world in all countries we are glad to give the tants. The simplest way of emphasizing the circumstances that names of the firm and the members of its staff to whom belongs the arouse this feeling is to quote here one paragraph from the text of the credit of being pioneers in its adoption. It is of particular interest to article: 'The fuselage is built in two sections, at St Eloi, and then the British industry to note that the first aeroplane whose fuselage taken by road to the least damaged building at Blagnac, where final and subsidiary shapes were, we are informed, developed entirely assembly takes place. The wing spar is made at Marignane, near with conies was the Mustang which, its American progenitors are Marseilles, while the leading edge and trailing edge sections are the first to admit, owed so much of its outstanding qualities to the made at La Courneuve, near Paris. The tail unit, flaps and ailerons close co-operation of British designers during its development. are made at the factory at Bois Colombes, near Paris. All these parts have to be taken several hundred miles by road for final assembly at Toulouse.' Hardly comparable dispersion was achieved in England under the spur and threat of war, but to display such persistence in A Useful Chart grappling with the manifold problems arising in the less stimulating conditions of peace argues determination of the highest order. Even, We have to thank MR S. WEINBERG, of the Joseph Lucas Re­ it will be noticed, at the last moment an unforeseen difficulty arose search Laboratories, for kindly allowing us, for the benefit of de­ in the fresh conditions imposed by revised I.C.A.O. regulations signers, the nomogram which appears on p. 224. Based on the I.C.A.N. Standard Atmosphere, it was developed by him to give in which involved adding two metres—we had almost written two convenient form parameters which had been found to be commonly cubits—to the stature of the tail; necessitating not only a new venue for its construction but the sinking of a pit to accommodate the used during fundamental work on jet engines. All that is required to production jig even in the changed surroundings. read off the information required is a straight edge. There are those, we know, who are to some extent what may be described as 'allergic' to nomograms, but we feel that many readers will welcome this A German Jig example of a chart which has many uses for those dealing with the calculation of aeroplane performance as well as designers of both jet A detail of the actual production process, in the use of jigs made and more conventional engines. up from components of the HENSCHEL type, is of historical interest

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Jul 1, 1947

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