conversations.from: human
conversations.value: Give me a description for a book titled Wings on My Sleeve about Germany, British, University with the genre: Engineering & Transportation, Engineering.
conversations.from: assistant
conversations.value: the author was on a University of Edinburgh exchange course in Germany in 1939, and the first he knew of the war was when the Gestapo came to arrest him. They released him, not realizing he was a pilot in the RAF volunteer reserve: and the rest is history. the author joined the Fleet Air Arm and went on to be the greatest test pilot in history, flying more different aircraft types than anyone else. Today, at 87, he is in great demand for interviews on history TV documentaries (twelve in 2005!). He is the only man alive who has flown every major (and most minor) combat aircraft of the Second World War as well as all the early jets. Speaking perfect German, he went to Germany in 1945 to test the Nazi jets, interviewing (among others) Hermann Goering and Hanna Reitsch. He flew the suicidally dangerous Me 163 rocket plane, and tested the first British jets. He would have been the first man to break the sound barrier, except that the British government cancelled the programme and gave the technology to America. His naval career continues to this day, as he advises on the new aircraft carrier design for the Royal Navy. A living legend among aviation enthusiasts, his amazing life story deserves to be told in full -- from crashing in front of Winston Churchill to unmasking a Neo-Nazi ring in the 1950s to his terrifying flights in primitive jets and rockets.
conversations.from: human
conversations.value: Reverse the sentences.
conversations.from: assistant
conversations.value: A living legend among aviation enthusiasts, his amazing life story deserves to be told in full -- from crashing in front of Winston Churchill to unmasking a Neo-Nazi ring in the 1950s to his terrifying flights in primitive jets and rockets.. His naval career continues to this day, as he advises on the new aircraft carrier design for the Royal Navy. He would have been the first man to break the sound barrier, except that the British government cancelled the programme and gave the technology to America. He flew the suicidally dangerous Me 163 rocket plane, and tested the first British jets. Speaking perfect German, he went to Germany in 1945 to test the Nazi jets, interviewing (among others) Hermann Goering and Hanna Reitsch. He is the only man alive who has flown every major (and most minor) combat aircraft of the Second World War as well as all the early jets. Today, at 87, he is in great demand for interviews on history TV documentaries (twelve in 2005!). the author joined the Fleet Air Arm and went on to be the greatest test pilot in history, flying more different aircraft types than anyone else. They released him, not realizing he was a pilot in the RAF volunteer reserve: and the rest is history.the author was on a University of Edinburgh exchange course in Germany in 1939, and the first he knew of the war was when the Gestapo came to arrest him
conversations.from: human
conversations.value: Give me the first five paragraphs for this book.
conversations.from: assistant
conversations.value: Wings on My Sleeve
  The Reid and Sigrist Desford trainer was chosen for the first British prone piloting trials. Eric Brown left Farnborough before the tests were completed. They were successful but the RAE Transonic Research Aircraft (below), with prone piloting position and an Avon jet engine, was abandoned.
  I had already been stirring up interest in the prone position among the scientists of Aero Flight, and on 10th May I was asked to a meeting called by the Ministry of Supply to discuss the prone position idea. I was asked whether I thought any flying should be done on the subject at RAE. I suggested that we should convert a suitable tandem-seat trainer so that the front cockpit was occupied by a pilot in the prone position and the rear one by a safety pilot in the usual sitting position, and recommended the Reid and Sigrist Desford Trainer for the job. This was agreed and I was sent to make a check flight. The Desford, of which only a prototype existed, flew as I had hoped and was turned over for conversion. As a secondary step we selected the two-seat Meteor trainer to take over from the Desford if the first tests proved successful.
  I was disappointed to have to leave Farnborough and part company with the project before these tests were made. They were very successful, but the Transonic Research Aircraft itself was abandoned because it was thought to embody too many unknown factors, of which pilot fatigue in the prone position was found to be an important one.
  While all this frantic search after the Holy Grail of supersonic speed was going on, a Mosquito aircraft from RAE took a radio-controlled, rocket-powered model of the Miles M.52 in its bomb bay up to 36,400 feet over the Isles of Scilly, where it was dropped on 10th October 1948 and achieved a Mach number of 1.38 in level flight. This underlined what a fantastic opportunity had been missed by the earlier cancellation of the full-scale M.52. Britain could have - and should have - been the first nation to break the sound barrier in manned flight.
  In the summer of this year we had another fatal crash in Aero Flight when Squadron Leader Dick Whittome plunged into the ground from a compressibility dive in a Spitfire. This plane had been specially modified so that when it was diving really fast the airscrew could be stopped and feathered. This was done to stop the recurrence of a runaway propeller bursting the engine as it had done in both Martindale's bad crashes. The cause of Whittome's accident was never known, and another death was chalked up to the unknown devil of the sound barrier.
conversations.from: human
conversations.value: Delete the last sentence.
conversations.from: assistant
conversations.value: Wings on My Sleeve
  The Reid and Sigrist Desford trainer was chosen for the first British prone piloting trials. Eric Brown left Farnborough before the tests were completed. They were successful but the RAE Transonic Research Aircraft (below), with prone piloting position and an Avon jet engine, was abandoned.
  I had already been stirring up interest in the prone position among the scientists of Aero Flight, and on 10th May I was asked to a meeting called by the Ministry of Supply to discuss the prone position idea. I was asked whether I thought any flying should be done on the subject at RAE. I suggested that we should convert a suitable tandem-seat trainer so that the front cockpit was occupied by a pilot in the prone position and the rear one by a safety pilot in the usual sitting position, and recommended the Reid and Sigrist Desford Trainer for the job. This was agreed and I was sent to make a check flight. The Desford, of which only a prototype existed, flew as I had hoped and was turned over for conversion. As a secondary step we selected the two-seat Meteor trainer to take over from the Desford if the first tests proved successful.
  I was disappointed to have to leave Farnborough and part company with the project before these tests were made. They were very successful, but the Transonic Research Aircraft itself was abandoned because it was thought to embody too many unknown factors, of which pilot fatigue in the prone position was found to be an important one.
  While all this frantic search after the Holy Grail of supersonic speed was going on, a Mosquito aircraft from RAE took a radio-controlled, rocket-powered model of the Miles M.52 in its bomb bay up to 36,400 feet over the Isles of Scilly, where it was dropped on 10th October 1948 and achieved a Mach number of 1.38 in level flight. This underlined what a fantastic opportunity had been missed by the earlier cancellation of the full-scale M.52. Britain could have - and should have - been the first nation to break the sound barrier in manned flight.
  In the summer of this year we had another fatal crash in Aero Flight when Squadron Leader Dick Whittome plunged into the ground from a compressibility dive in a Spitfire. This plane had been specially modified so that when it was diving really fast the airscrew could be stopped and feathered. This was done to stop the recurrence of a runaway propeller bursting the engine as it had done in both Martindale's bad crashes.
conversations.from: human
conversations.value: Give me five more paragraphs.
conversations.from: assistant
conversations.value: My first opportunity came somewhat by contrived good fortune. From Farnborough I was sent to Renfrew airfield near Glasgow in April 1946 to deliver a US Navy Grumman Tigercat, which had been on loan to RAE and was to be prepared at Renfrew for return to America on a ship already in the River Clyde. It was also my brief to examine a captured A6M5 model of the infamous Japanese Navy's Zero fighter, which had established a formidable reputation in the Pacific War. This aircraft had arrived some days earlier aboard the same ship that was to carry the Tigercat, and the Americans had given permission for it to be disembarked for examination and any necessary anti-corrosive treatment before it was reshipped to cross the Atlantic.
  The shipment preparation was being undertaken by a small detachment of US Navy mechanics assisted by a party from the nearby Royal Naval Aircraft Repair Yard at Abbotsinch. I soon found out there were no specific instructions that the Zero was not to be flown, although it appeared to be the US Navy's intention to test fly it in America. Indeed it might already have been flown by the Americans as it had some of their instruments replacing Japanese ones in the cockpit.
  The situation was therefore ripe for the Nelsonic eye treatment and this was not difficult in the circumstances. I arranged for a good look around the aircraft including an engine run-up in the early afternoon. I then arranged a further detailed inspection in the late afternoon, when the aircraft was left outside the hangar. I was given enough time with only the Royal Navy mechanics to sort out a quick flight without a US Navy presence.
  The most astonishing features of the Zero were its absence of a bullet-proof windscreen, lack of armour for the pilot's seat, and no self-sealing for its three fuel tanks; furthermore the cockpit hood could be opened but not jettisoned. Obviously, Japanese combat philosophy for the fighter pilot was to fight to the death.
  The design philosophy employed by the American-trained designer, Jiro Horikoshi, was to keep the Zero's weight to a minimum to obtain the manoeuvrability demanded as a prime requirement by the Japanese Naval Air Staff. Part of the technique of keeping down the Zero's weight involved the liberal use of the newly created extra super duralumin to lighten the airframe.
conversations.from: human
conversations.value: Give me the last five paragraphs.. Start with the sentence 'On the premise that every ton displacement would cost £1,000, the basic cost was going to approximate £53 million and probably nearer £60 million'.
conversations.from: assistant
conversations.value: On the premise that every ton displacement would cost £1,000, the basic cost was going to approximate £53 million and probably nearer £60 million. Building time was to be 51⁄2 years.
  This, then, was to have been the CVA 01... a ship that would have offered many contributions to the advancement of carrier aviation and to British naval strength.
  Doetsch and Küchemann were graded as 'German Scientists 1' and soon received permission to recruit one assistant each (without dependants) from Germany as at that time they were not allowed to supervise anyone British. That is how after a year Ing. W. Pinsker came to join Doetsch and Dr Johanna Weber joined Küchemann.
  Mach 1 is the speed of sound at any height, and percentages of that speed are Mach numbers as indicated to the pilot on a Machmeter in the cockpit.
  The US Navy's nuclear-powered aircraft carriers with angled decks, steam catapults and mirror landing sight.