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Aviation History
1944
1944 - 0167.PDF
AIRCRAFT ENGINEER FIRST AERONAUTICAL WEEKLY IN THE WORLD •• FOUNDED WO9 Editor C. M. POULSEN Managing Editor G. GEOFFREY SMITH, M.B.E. Chief Photographer JOHN YOXALL Editorial, Advertising and Publishing Offices: Teleframs : Truditur, Sedist, London. COVENTRY : 8-10, CORPORATION ST. Telegrams: Autocar,Coventry. Telephone: Coventry 52 10. BIRMINGHAM, 2 : GUI LDHALL BUILDINGS, NAVIGATION ST Telegrams: Autopress, Birmingham Telephone: Midland 297 1 (5 lines) DORSET HOUSE, STAMFORD STREET, LONDON, S.E.1 Telephone: Waterloo 3333 (35 line*). MANCHESTER, 3 : GLASGOW, C.2 : 260, OEANSGATE. 26B. RENFIELD ST. Telegrams : llitfe, Manchester. Telegrams : lliffe, Glasgow. Telephone : Blackfriars 4412. Telephone : Central 48S7. No. 1831. Vol. XLV. Registered at the C.P.O. as a Newspaper. January 27th, 1944. Thursdays, One Shilling C TFe Outlook A Day at Westminster W EDNESDAY, January 19th, 1944, will deserve to be remembered in the years to come. On that day, for the first time, the Marquess of London derry succeeded, in the House of Lords, in extracting from the Government something more than the vague generalities which have been all the reward he has received for his persistent demands for a statement of policy. Lord Londonderry apologised to the House for raising the subject once more. He need not have done so; on the contrary, he has done the nation a very great service by these renewed pleas for a state ment of policy. His remarks on January 19th cleared the air consider ably and were in marked contrast to the evasive answers given by previous Government spokesmen. Lord Beaverbrook has not been at Gwydyr House for long, but as might have been expected he has used his time to good purpose. Elsewhere in this issue we give the greater portion of his remarks in full, as we feel they deserve to be on record. Comparing the design data given by Lord Beaver brook for the "Brabazon" (100 tons, 50 passengers, two tons of mail, crossing the Atlantic in 15 hours at (250 m.p.h.) with the admittedly somewhat vague refer ences that have been published concerning the machine on which the Bristol Aeroplane Company is engaged, it is not difficult to identify them as being the same air craft. Somewhat less ambitious is the second aircraft, the 38-tonner "Tudor," cruising at 220 m.p.h., and capable of carrying, in a pressurised cabin, 12 passengers and luggage across the Atlantic. The identity of the Tudor was not disclosed by Lord Beaverbrook. Just why there should be this secrecy is difficult to understand. As the Prime Minister of Ontario said recently (the remarks were quoted by the Duke of Sutherland in the debate) that post-war commercial aviation is not a subject about which there need be any secrecy at all. One can only assume that the,British authorities fear that our good friends the Americans may misinterpret our actions. They are far more likely to do so if there is any hint at hiding things. And they will cer tainly be astute enough to see a possible connection be tween such type names as Lancaster, York and Tudor. Overlooked ? T HERE is one aspect of the post-war air transport field which has been conspicuously absent from these debates. The flying boat seems to have been entirely forgotten. In the House of Lords debate the Duke of Sutherland stated that the Government has ordered two prototypes, landplane and a flying boat. The statement was neither challenged nor confirmed, and so one does not know whether His Grace was right or not. It is to be hoped that the claims of the flying boat to consideration in our plans for the future have not been overlooked. Flight made itself the champion of this class of aircraft a great many years ago, in the days when there was a complete failure in official circles to appreciate its possibilities. We have not changed our views, and- we believe that in the very large sizes of tj^s future the flying boat must come into its own. We publish this week an article by Mr. W. P. Kemp in which he points out some of the factors involved. Mr. Kemp has been with Shorts for very many years, during most of which he worked closely with Mr. Arthur Gouge, and so he may be accused of having a bias in favour of the flying boat. On the other hand, he has lived and worked with that subject almost since
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