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Aviation History
1942
1942 - 1072.PDF
5°4 FLIGHT MAY 2 I ST, 1942 HATS OFF TO U.S.A. stresses calculated and approval of the Directorate of Technical Development obtained as well as the concur rence of the American manufacturer concerned. While the modified parts are being, produced in the different factories, the aircraft naturally stand idle, and more and more flow into this country requiring similar treat ment. Thus, some weeks may elapse before the various parts are finished and ready for application. Thereafter, for the most part, the accumulation of aircraft is expeditiously dealt with. A Performance Standard Needed Unfortunately, Britain and America use different methods of assessing performance figures. Forgive me it I say that some of our disappointments have been due entirely to your habit of quoting maximum perform ance figures together. Non-technical American journals requote the figures prominently and use them to com pare British aircraft adversely. There is, frankly, no need for exaggeration, for the machines make excellent showings on their actual achievements. But when maximum bomb loads are quoted in conjunction with maximum range and speed and absolute ceilings, it be comes necessary to reassess their merit and apply some sort of yardstick of performance. Take, for instance, the London-Berlin flight, or, better still, a round 1,500-mile trip (I quote figures given by the former Minister of Aircraft Production); the Fortress car ries 4,000 lb., the Liberator 6,000 lb., which bomb loads may be compared to the (Right) A formation of Lockheed Hudsons general reconqaissance bombers with Boulton- Paul turrets. Flying with Coastal Command, . the Hudsons have given remarkable service. (Below) The Consolidated Liberator with four cannon is effective in scouring the wide oceans. It is powered by four 1,200 h.p. Pratt and Whitney Twin Wasp engines.
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