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Aviation History
1939
1939 - 1063.PDF
368 FLIGHT. APRIL 13, 1939 Another Welcome Guest I N the early days of the Great War the Royal Flying Corps was very largely dependent on France for its aircraft and engines; in fact the British debt to the French engine manufacturers lasted practically up to the Armistice. What should we have done without the Far- mans, Nieuports and Spads in those days? Let us not forget our gratitude now that the position is reversed. Doubtless ways and means of satisfying the need of our ally—for France is undoubtedly our ally in fact— were discussed during the visit of the French Air Minister, M. Guy la Chambre, to London. The prospects of European peace must be sensibly increased if France is strong in the air. At the same time it is to be hoped that plans were still further elaborated for the use of aerodromes in France by British bombers in case of need. The tactics of fighters and bombers are different in that fighters need depth of defence, and should start their operations from a backward position ; whereas bombers should make their start with full tanks from a position as advanced as possible. Let Them All Come A FEW months ago Flight recorded with satisfaction the accuracy with which an ex-shopwalker navi gated an Anson from Desford to Grantham and back, a feat which provoked reflections on how the call of the air may take a man from the humdrum to the adventurous. It also awakened memories of 1918, when the Ack Emmas who rigged the Bristol Fighters and S.E.5's and fitted the engines hailed from a strange variety of civilian occupations. These memories are still further stirred by the list of occupations, just issued by the Ministry of Labour, whose members are no longer to be strictly " reserved," but are now eligible to become pilots or members of aircraft crews in the event of an emergency. Among them we notice the callings of '' drainer '' and '' drowner,'' both obviously very suit able for general reconnaissance squadrons. A "stray binder" ought to be useful for packing parachutes and rubber boats. A '' hop yard worker'' should surely add to the high spirits of an aircraft crew, though hopping, skipping and jumping are not encouraged in the best- conducted bomber crews. One and all, they will doubt less take to the air like ducks to water, and with the true British spirit in them they will certainly keep the flag and the aeroplane flying. Scouts for the Bombers U P-TO-DATE British ideas on air reconnaissance have been limited to serving the needs of the Navy and Army. The units known as army co-operation squadrons are essentially intended for short, tactical reconnaissance, while certain bomber squadrons have been trained to carry out long strategical reconnaissance for the Army. No provision seems to have been made for reconnaissance on behalf of the Air Force itself, but a very thoughtful article in the April issue of that excellent publication, the Royal Air Force Quarterly, advocates such provision. The writer suggests that it is the Bomber Command which needs air scouts. Though certain targets such as muni tion works are stationary, and their position may be known before the outbreak of war, there are others which will be improvised after hostilities have com menced, and which may also be moved from time to time. The above-mentioned writer, suggests that special ised units should be organised which would make it DIARY OF FORTHCOMING EVENTS—Pasre 581 THE OUTLOq their business to study such targets, and, either by means of photographs or by actual showing of the way, would direct our bombing formations to such targets. A bombing raid is always a big undertaking, carried out at no little risk, and we want to do all we can to ensure that every raid is likely to pay its way by damaging the enemy's war strength. Any measure which increases the likelihood of success must be worth while, and this article certainly seems to deserve the consideration of the Air Staff. From a Different Angle C URIOUS how history repeats itself. To help their under-powered aeroplane into the air the Wright Brothers used a dropping weight, a pylon, a cable and a starting rail. As soon as more powerful engines became available this rather cumbersome outfit was abandoned, and aeroplanes started to take off under their own power. Thereby they became more mobile and could operate from almost any large-size field.
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