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Aviation History
1940
1940 - 1106.PDF
344 APRIL 18, 1940 most probably have been instructed to "live on the country." The Norwegian farmers have our sympathy, for the payment given for their flocks and herds is likely to be in German paper money the value of which is problematical. Its DrawbacksT HERE are, however, drawbacks to this scheme, neat though it looks at first sight. Infantry with rifles and machine guns may suffice for the moment to deal with the Norwegian Army, which had to undertake mobilisation after the invasion had begun. But, if more serious opposition has to be encountered by the invaders, machine guns will not suffice. Aircraft cannot convey all the heavy impedimenta and weapons of a modern Army. Heavy guns, tanks, lorries, and numerous other necessary adjuncts to modern warfare can certainly not travel by air. With Allied command of the sea, the landing of an Anglo-French expeditionary force is possible at chosen points on the Norwegian coast unless German aircraft' can prevent it. It has been held that such a landing is impossible in the face of a strong bomber force, and we must suppose that the Luftwaffe will not be so supine in Norway as it was while the B.E.F. and the Air Force landed in France. Another consideration is that Aalborg aerodrome can itself be bombed, and if our bombers can defy the defences which will certainly have been prepared, the reinforcing of the German troops in Norway in that way 1HIRTEEN YEARS AGO. In 1927 a number of Britishflying boats paid a visit to Scandinavia. They included a Supermarine Southampton, and this photograph shows SirSamuel Hoare, Air Minister then as now, in the Southampton in which he returned from Copenhagen. A history of theSupermarine firm is published in this issue. will not be a simple matter. Hitherto our experience has not been that German anti-aircraft guns can pre- vent our bombers from carrying out their purpose. We must wait to see what will happen. The Loss of H.M.S. GurkhaW E must lament the loss of the Tribal class destroyer H.M.S. Gurkha, though all but four- teen of her company were rescued. The Tribal class destroyers are splendid ships, and the Cossack has twice distinguished herself, once by cutting out the Alt- mark, and since then by knocking out a howitzer in the second battle of Narvik. The really notable point about the loss of the Gurkha is that we believe her to have been the first warship on either side which has been sunk by air bombing when she was at sea and moving. She was attacked over and over again by German bombers, and after she had been fatally hit she kept afloat for four and a half hours. With the bulldog gallantry of the Royal Navy, she fought her anti-aircraft guns until her decks were almost awash. Certainly she was no easy victim for the German bombers. This incident provides food for thought. During the past years of peace there have been not a few wrong-headed enthusiasts in this country and elsewhere who seriously believed that air bombs would master the fleets of their opponents. If that theory had been proved correct, let us imagine what an advantage it would have conferred on Germany in this war. If the British Fleet had been driven off the seas by the bombers of the Luftwaffe, where would the Allies stand now? What chances would Norway, Denmark and indeed Sweden have of surviving this war as indepen- dent nations? What hopes would there be of the renaissance of Austria, Poland and Czechoslovakia? What would be the future of Britain and France? But, after seven months of war, one moving warship has been sunk by air bombs. However enthusiastic we may be about aircraft, let us all offer up humble thanks for this particular failure of the bomber. Refuelling in the Air • ; - .W E have been privileged to hear a most interest- ing and valuable lecture at the Royal Aero- nautical Society by Sir Alan Cobham and Mr. Marcus Langley on that work which has been occupy- ing their attention for some time—refuelling in the air. While developments on this subject are perhaps not absolutely complete, the paper shows conclusively that a very great amount of progress has been achieved. The champions of this method have not only devoted their efforts to perfecting the drill and the mechanical devices necessary for transfer of fuel, in itself a big work, but also to theoretical work which provides the necessary basis for evaluating just what are the limits of the obvious advantages which refuelling bestows on long-range aircraft. They have now reached the stage at which, to realise the advantages to the full, an aero- plane, specifically designed for refuelling, should be built. Present craft are not structurally adequate to carry loads equivalent to about 60 lb. per sq. ft. of wing area, the loading which theory indicates is about the optimum, and which could be carried if much of the fuel load were added after climbing to a safe height. The lecturers also pointed out that their method may allow the advantages of the compression-ignition engine to be utilised fully, as refuelling in the air elimi- nates the necessity for the great temporary output 01 power called for during the take-off, which the com- pression-ignition engine has not been able to supply J
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