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DH 2 vs Albatros D I/D II: Western Front 1916 (Duel, Volume by James Miller

By James Miller

The appearance and deployment of the Royal Flying Corps' Airco DH 2 in 1916 successfully eradicated the 'scourge' of aerial dominance loved by means of the Fokker Eindecker monoplanes. Spearheaded by means of No 24 Sqn and led through Victoria go recipient Lanoe Hawker, the ungainly but nimble DH 2 - with its rotary engine 'pusher' configuration affording first-class visibility and doing away with the necessity for a synchronised computer gun - had wrested air superiority from the Germans by means of the spring after which maintained it throughout the conflict of the Somme that summer season. even if, by way of autumn German reorganisation had visible the beginning of the Jagdstaffel and arrival of the hot Albatros D II, a graceful inline-engined computer outfitted for pace and twin-gun firepower. therefore, for the rest of the yr an epic fight for aerial superiority raged above the horrors of the Somme battlefields, pitting the manoeuvrable but under-gunned DH 2s - that have been additionally suffering from sundry engine malfunctions - opposed to the fewer nimble but greater armed and swifter Albatros D IIs. finally the Germans could regain air superiority, 3 squadron commanders - of whom have been thought of pinnacles in their respective air forces - may lose their lives, and an up-and-coming pilot (Manfred von Richthofen) might triumph in a mythical dogfight and accomplish unimagined heights battling with strategies realized from a fallen mentor.

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However in 2003 IMO brought forward the cut-off for operation of Cat 1 tankers to 2005 (many Unrep ships would be subject to this) and Cat 2 and 3 tankers to 2010 – hence the accelerated acquisition timescales facing many navies. But double hulls are only part of the fuel oil issue. Naval ships run on F76, a distillate fuel similar to the commercially available Marine Gas Oil (MGO). Unlike MGO, F76 has often been stored for long periods of time before use on the naval ship. Contamination with particulates, water and microbial growth means that ‘dirty’ fuel will be transferred unless significant and continuous cleaning is undertaken underway by the delivering ship: the frigate Captain will be distinctly unhappy to receive dirty fuel which will then overwhelm his own fuel polishing system [3].

C) Mechanical - - above 17 knots the ship switches to a conventional mechanical drive with diesels driving CPsP directly through a gearbox. d) Mechanically boosted electric drive – for maximum ship speed both mechanical drive and electric drive can be added together. Firstly, one can conclude that there is a significantly higher initial cost for podded propulsion, which, for say an amphibious vessel can be justified in terms of increased manoeuvrability, improved internal space and reduced build cost.

Figure 12 shows the General Arrangements. Figure 12 – General Arrangement Plans The accommodation is designed to support a combined navy and civilian complement. The naval cabins are located around the inside of the aft accommodation area and the civilian crew cabins are to merchant accommodation standards, with natural light around the outside of the area. All cabins are en-suite in this © 2007: The Royal Institution of Naval Architects example. Within the aft area are the frozen, cold and dry provisions storerooms with access to the stores deck and flightdeck via a lift.

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