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Aviation History
1935
1935 - 1178.PDF
548 FLIGHT. MAY 23, 1935. power engines the old aeroplanes were perilously close to being what the French used to call tangent—i.e., the " power available " curve was very nearly a tangent to the " power required " curve, a condition correspond ing to flying with little or no speed range. Where very real progress can justifiably be claimed is in the development of the aircraft power plant. From engines developing a sometimes doubtful 30 h.p. and weighing from 4 to 7 pounds per horse-power, with reliability a doubtful quantity, we have reached 1,000 h.p. or more, with weights as low as just over one pound per horse-power, and reliability to be marvelled at. Truly, the aircraft designer has, as Major Bulman said at the Martlesham dinner last year, been very well served by the engine people. It is high time that he really sat down and did a little hard thinking instead of stretching out his hand for the telephone to ask the engine designer for "a few more horses." Unity of Command P ROBABLY everybody who has considered the matter is of the opinion that the ideal would be to have one head of all the three fighting Services, yet practically everybody who has gone into the details of the matter has come to the conclusion that for Britain that ideal is not practical politics. Lord Motti- stone raised the question once more in the House of Lords the other day, but it is difficult to gather exactly what reform he wanted. It seemed to boil down to the appointment of a whole-time chairman of the Com mittee of Imperial Defence in place of the Prime Minister, who is, it is generally admitted, overworked. One of the good points on which Lord Mottistone touched was that of supply. It has seemed to many people that more might be done to unify and standardise certain lines of supply for the three Services. As regards personnel, it has been suggested that there should be one Medical Service for all three fighting Services, and likewise one Chaplains' Service, but it is by no means certain that such a reform would cause anj* material reduction in personnel or any saving of money. Unity of Supply In one very important respect unity of supply has been achieved. The Air Ministry is the source of supply of aircraft and accessories for all three Services, and this arrangement has worked admirably. At times it has been suggested that the Navy and the Army should have more freedom in putting forward specifications for new designs to fulfil their peculiar requirements, but this is the worst which has ever been said against the present system. Whatever the future may bring forth in the way of confining the functions of the Air Force to air defence and air control, it is not in the least to be de sired that responsibility for the supply of aircraft should ever be subdivided between the Ministries which rule the fighting Services. The same may be said of schools of elementary flying training. They should always remain the care of the Air Ministry. For the rest, however, co operation between the three Services through the Com mittee of Imperial Defence, and certain other com mittees, seems the best arrangement. -.-:v,t™L~>.. W.,1 LOOKING BACK : A typical Saturday afternoon scene at Hendon in 1914. Pierre Verrier is seen trying to touch with his wing tip the tin discs on top of No. 1 pylon. Another attempt succeeded. Standing on the ground is a Grahame-White " box kite " ; Note the drooping ailerons. (Flight photograph).
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