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Aviation History
1943
1943 - 1298.PDF
524 FLIGHT MAY 2OTH, 104 THUNDERBOLTS OVER BRITAIN The fuel tanks are in the bod)'. The offensive armament is of par- ticular interest. It is the direct out- come of the effectiveness of our 0.303 eight-gun fighters in the Battle of Britain. American experts who were holding a watching brief in this country at that time were so im- pressed that the eight-gun arrange- ment became the object to be aimed at. * \ Fire-power Increase By stepping up the calibre of the machine-guns to 0.5m., the striking power has been increased many times (a 0.5m. bullet weighs 714 grains*as against 160 grains of a 0.303m.), despite the fact that the rate of fire of the 0.5m. is only 800 rounds per minute. For each gun the supply of rounds is carried in ammunition boxes lying flat in the wing. Whether cannon armament is already fitted or will be fitted at a later date cannot be stated. The wing flaps are of the Fowler type, and all the control surfaces are metal-covered. Originally, some of the controls were fabric covered, but they gave trouble and had to be changed. All the pilots say that the Thunderbolt is now an easy and pleasant aircraft to fly. Watching a take-off in the hands of an ordinary Service pilot, the initial acceleration appeared rather slow. Our Allies realise how fortunate they were to be able "Flight " photograph. The egg-shaped cowling enclosing the Pratt and Whitney Double Wasp engine of the P.47 is an easily recognisable feature. All the eight 0.5m. machine guns are outside the airscrew disc and can employ their full rate of fire. to take over the Eagle squadrons from-the R.A.F., because, although they have plenty of excellent pilots, these pilots are without much operational experience. The first Thunderbolts to go on operation from this country were in the hands of Eagle squadron pilots, and already some four or five FW 190s have been shot down by them. This operational experience can now be passed on to the "green " pilots. Ill Parliament Lords Discuss Post-war Policy and B.O.A.C. : Need for Design and Development of Civil Transport Types Stressed in Commons A VIATION, now and after the war, has again been a /-% prominent subject in both Houses of Parliament. •*• -*• In the Lords, recently, considerable time was devoted to a long discussion "on the position, now and in the future, of the British Overseas Airways Corporation, and of the Government's attitude arid "policy (it any?) towards post- war civil flying. LORD ROTHERMERE, who opened the subject by asking the Government to explain their policy for the develop- ment ot civil aviation, and to give the reasons governing the selection of directors of the B.O.A.C., said that the recent resignations from the board did not take place through pique, owing to the formation of Transport'Com- mand, but because those directors »felt they had the responsibility of being the custodians of the future of civil aviation, and that they could not maintain themselves in that position, vis-a-vis the Secretary of State and the country, unless they were given more responsibility and not less. The position of B.O.A.C. was notdear, and any new directors would find themselves facing the same problems and having to ask the Secretary of State the same questions. He hoped they would get an answer, because the old directors never got one. One question was whether it was intended that B.O.A.C. should remain the sole British instrument for overseas air transport, or, it not, what limitations were intended? Quoting Lord Sherwood's answer to that question, Lord Rothermere said that it meant "precisely nothing." "It simply means," he said, "that the situation will remain the same provided it is not altered." They had not had a single word as to what was the view; of the Government on that question, and there were other matters on which he thought they should have a reply from the Government. He imagined that the Corpora- tion would remain the chosen instrument of the Govern- ment and that it was very unlikely that the financial, organising and research sides would be possible for any- thing but a Government organisation. That being so, he thought B.O.A.C. should be given a great measure of independence. They should not, for example, have to rely upon the Research Department of the Air Ministry, which, very naturally, was concerned primarily with the R.A.F., whose requirements were entirely and absolutely different from those of a Civil Air Service, particularly in reference to safety. Saying that practically all the suggestions and keenness for civil aviation had come from the Back,Benchers ot both Houses, and that all they got, from' the Government was cither obstruction, apathy or inertia, Lord Rothermere expressed the hope that the Government would alter i*s opinion in these matters. He would even encourage those
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