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Aviation History
1939
1939 - 0363.PDF
FEBRUARY 9, 1939 FLIGHT. 135 a word in to the Air Ministry for a subsidy for his fellow-men? As a form of subsidy which would treat everyone alike and fairly, I am going to suggest free petrol and oil; its price is half tax, anyway, and could easily be recorded and accounted for. Such subsidy would not cost the Government a lot, but would be greatly appreciated and helpful to private owners, present or to be, and stimulate a market for single-, two-, and three-seater aircraft at nowhere near the subsidy expenses pro posed for C.A.G. extended facilities. ERIC WARD. Liverpool Airport. [A few months ago our contributor " Indicator " discussed at some length the desirability of encouraging the private owner.—ED.] NOCTURNAL WIND-TUNNELING Depressing ? READING your journal of January 12, I see that Mr. I?. K. Pierson suggested a night-shift to use the 24ft. wind tun nel at the R.A.E. to its full capacity. One sometimes wonders whether the promoters of these ideas are aware of what they mean to the actual victims. From personal experience I found night work depressing both physically and psychologically. The chief effects are a marked loss of vitality and a strange sticky, " unfresh" feeling (even after a sound sleep) and a considerable loss of appetite. This all strikes one more forcibly at first and after one or two weeks one tends to persuade one self that one has " got used to it now." A fresh spell of day work will soon shatter that impression: one's appetite rises nearly 100 per cent., the complexion regains its lost colour, and health is born anew. There are other troubles, too, from the domestic and social points of view, but the chief evils of night work are the physical and psychological effects. Whatever be the rate of pay this existence will never profit a man in the long run; the human machine is just not designed for it. There are, of course, a few deserving cases, such as that of law and order, and, above all, the night work done in hospi- SIR KINGSLEY WOOD, Secretary of State for Air, made yet another tour of aircraft factories when, on January 30, he flew to Portsmouth and Southampton. He made the journey in the Air Council's D.H.86b, piloted by Wing Cdr. H. K. Goode, and was accompanied by Sir Edward Campbell, M.P. (his Parliamentary Private Secretary), Air Marshal Sir Wilfrid Freeman (Air Member for Development and Production) ami Sir Charles Bruce-Gardner (Chairman of the Society of British'Aircraft Constructors). At Portsmouth Sir Kingsley spent just over an hour at the works of Airspeed (1934), Ltd., and saw the production of Airspeed Oxfords, which are being turned out in considerable quantities. The Air Minister, at Southampton, saw two phases .of the manufacture of the Supermarine Spitfire; the construction of the fuselage and wingv at Woolston and the assembly of the fighters at Southampton Airport. Arriving at Southampton Airport, Sir kingsley was met by Mr. A. Dunbar, managing director of the aviation interests of Vickers-Armstrongs, and Mr. H. B. Pratt, general manager of the Supermarine Works. The Air Minister and his colleagues were taken to Woolstor by road. Here he saw a Supermarine Walrus take off from the company's Itchen runway and give a flying display which included some almost vertical turns. Then he was taken into the factory to see the construction of Spitfires, Walruses and other machines Sir Kingsley asked numerous questions and shook hands with a number of mechanics. Returning to Southampton Airport, Sir Kingsley spent a hectic hour. He was first shown over the remarkably- clean and tidy Supermarine hangars, where he saw numerous Spit fires in various stages of completion. [An article en flight testing of Spitfires appears in this issue.—ED.] In one corner he saw the highly polished, blue-painted Spit fire which is still enveloped in an air of mystery. A display of aerobatics was given in two Spitfires by Fit. Lt. G. Pickering and F/O. J. K. Quill, and the Air Minister afterwards sat in one of the machines. Sir Kingsley visited the old and new factories of the Cunliffe- Owen Aircraft Co., and was taken inside the cabin of the prototype " Flying Wing " by Mr. Hoyes, managing director of the company. Enterprising aircraft manufacturers at Southampton Airport tals by nurses (horribly underpaid, I believe), but aerodynamic research, even on a 24ft. wind tunnel, is certainly not one of them* In conclusion I wish to state that I have no ties, social, pro fessional, or otherwise, with anybody at the R.A.E. Southamptom, Hants. L. TIFFREAU. No. 90 (B) SQUADRON Its Early History I READ with interest Major F. A. de V. Robertson's article in Flight (January 19) on No. 90 (B) Squadron. The earlier history of 90 Squadron is unusual. In May, 1918, No. 38 Squadron, with three detached flights stationed at Leadenham (" A " Flight), Buckminster (" B " Flight), and Stamford—now Wittering (" C " Flight), was ordered overseas at very short notice, equipped with F.E.2B aircraft. These units were re-equipped with more F.E.2Bs and re named No. 90 (Home Defence) Squadron. During the summer of 1918 their equipment was changed to 110 Le Rhone Avros, and the armament consisted of one Lewis gun firing over the top plane. The Squadron was in existence for at least twelve months and, en returning from France, I was a member until it was disbanded. I agree with Major Robertson that any lack of war records has no bearing on the spirit of the present 90 Squadron, but my personal associations with the Squadron—both past and present—are very dear to me, and it is somewhat disconcert ing to read in your usually extremely accurate paper that the Squadron never existed ! L. A. W. DEANE, Stoke Mandeville, Aylesbury. Flight Lieut., R.A.F.O. [Our correspondent rather overstates the case. Maj. Robert son did not say that the Squadron "never existed"—merely that, in view of the earlier unit's somewhat brief and dis organised' career, it is " preferable to regard No. 90 B.S. as a new formation in March, 1937."—ED.] . also gave unofficial demonstrations of the Wicko high-wing monoplane and the Kay Gyroplane. From Southampton, Sir Kingsley flew to the aerodrome of Air Service Training, Ltd., at Hamble, and paid a surprise visit to the wrorks of the Folland Aircraft Co., where he was shown round by Mr. H. P. Folland and Mr. R. W. Richards. In an interview, the Air Minister paid high tribute fo both Airspeed (1934), Ltd., and the Supermarine branch of Vickers- Armstrong, and said they were both playing an important part in national aircraft production. He also commented on the speed with which the Cunliffe-Owen Aircraft Co. had erected their new ^150,000 factory. ' HENSHAW TRIUMPHANT : Alex Henshaw before the start of his Cape record attempt last week-end. Flying his little King's-Cup-winning Percival Mew Gull (Gipsy Six R) he did Gravesend—Cape Town in 39 J hours, against F/O. Clouston's 45 hours. He is due to return as we go to press, and next week we hope to deal fully with his achievement. THE AIR MINISTER GOES SOUTH Sir Kingsley Wood Sees Production at Southampton and Portsmouth
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