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Aviation History
1944
1944 - 0985.PDF
MAY IITH, 1944 FLIGHT 5" CORRESPONDENCE I have gone no farther than 160,000 lb. Although elsewhere in the paper I recommended not exceeding four airscrew centres, I departed from this for the 160,000 lb. machine as a necessary compromise to utilise existing engines. The tabula tion, intended for production series, shows no jet-type machines, but I feel strongly that two or three experimental types for really high speed, but short range, should be put in hand as prototypes as soon as possible in this first five-year period in order to gain rapid experience of this new prime mover for civil work. The second tabulation on the same page listed four more ambitious machines which I thought might follow for operation in the third five-year period. Doubtless at this time there will be scope for a much larger variety, but I have only given these as typical examples of what I think we might aim at. The first two machines shown would be powered with gas turbines driving airscrews, would embody new design technique, and would have a high performance for moderate range. Other turbine types would follow as a result of the experience gained with the experimental jet types ' already recommended for design in the first five-year period. The other two machines are intended for transoceanic operation, and would be fitted with new high-power piston-type engines, although they might Jjave turbines later. I have shown the flying boat much larger ^ljjn the land plane, and in view of the present uncertainty as to where in the new programme the flying boat of the future comes into the picture it might have been better to make them both of the same weight in order to obtain an exact comparison. Whether or not this is so, I feel that a large flying boat experi ment is definitely needed and that some such craft should be produced as quickly as is feasible; and that, taking all circum stances into consideration, it would be better to make a big step in this case. A. H. ROY FEDDEN. A.T.C. OFFICERS* DRESS Branded as " Poor Relations " AS a last-war pilot and the commanding officer of one of the first A.T.C. squadrons which was formed as an A.D.C.C. unit over five years ago, perhaps I may be permitted to com ment on the letter you published on April 6th. Wherever A.T.C. officers congregate one hears the universal complaint that the Ait Ministry is making our work very much more difficult by its differentiation between officers of the Training Branch of the R.A.F. and all their brother officers, ^|4d the uniform anomalies are one of the chief sources of the trouble. For three years we were branded as the poor rela tions of the full-time R.A.F. officers by the ridiculous " taxi driver" badges on our sleeves, and the decision to abolish them this month was hailed as a step in the right direction. But our approval has been changed to annoyance by the short sighted regulation which permits us to wear peaked caps for the first time, but only when we are off parade. What is the point of such a meaningless concession, for officers of the Training Branch are permitted to wear their uniforms only on parade or when proceeding to and from parades? It is high time that the Air Ministry realised that A.T.C. officers, who are often putting in long hours at their civilian jobs, are, in addition, doing exactly the same work as the officers at Initial Training Wings, the only difference being that the A.T.C. officer is unpaid. By making us dress dif ferently the authorities are putting us in an inferior position to other R.A.F. officer^ and consequently we are often treated differently when we visit R A.F stations. There are black sheep amongst us as there are amongst all Service officeis, but the conscientious, efficient officers feel a sense of humilation when it appears that the Air Ministry seems determined to single out A.T.C. officers by some special uniform regulations. Whereas other R.A.F. officers are ordered to wear their peaked caps on formal occasions, the reverse is to be the case with us Your correspondent alleged that it is a matterf of personal vanity that we should wish to wear the peaked 'cap. He is as misinformed as is the Air Ministiy. Those of us who served in the R.F.C were proud in the old days to wear the regula tion field service cap I am a Home Guard officer and have no qualms about wearing the forage cap, for is it not the uniform dress of all Army officers when in battledress? It is high time that the Air Ministry issued orders to all officers commanding RAF stations that officers of the Train ing Branch are to be iegarded as of equal status as all other R-A.l'. officers. The great majority of Service personnel show u%ibe respect our commissions deserve, but, I know by per sonal experience that it is by no means universal. The cadets, too, in my opinion, have a grievance. Whereas their brothers in the Army Cadet Force wear a similar uniform to that of the soldier, A.f .C. cadets have tunics which button up to the neck and, unlike the Army Cadets, they have no issue of greatcoats or boots, and many have to "buy black boots in consequence One last point. A.T.C. officer!-' are usually putting in as many hours as those in the Home Guard, and as one who serves in both forces I at any rate think that my A.T.C. work is just as valuable to the national cause as anything 1 do with the Home Guard. But the honours conferred on A.T.C. officers are quite negligible when compared with those distributed amongst H.G officers. I am afraid that the Air Ministry thinks that as we are working amongst boys, we do not count for very much, but 80 per cent, of the R.A.F. intake now comes from the A.T.C., and it is only fitting that its officers should be put on the same footing as the others commissioned in the R.A.F. FLT. LT. R.A.F.V.R.(T). THE HEAVY BOMBER An Indispensable Quality Y OUR correspondent Mr. Barty, in his second communica tion (Flight, April 27th), persists again in ignoring a further vital requirement in the 'function of a good heavy bomber" without the possession of which the other qualities are wasted. I refer to the ability to fight through to the target and, after dropping the bomb-load, fight back to base. Without this ability long 'ange, heavy loading and great speed are worse than useless. The heavy bomlers of the U.SA.A.F. have this quality in a high degree and, far from being out-of-date as alleged by Mr. Barty, are in fact 'he most efficient in the world to-day for their particular function, as an examination of available statistics and the use of a little of the common sense urged upon others by your correspondent will show quite clearly. Concerning Mr. Barty's remarks regarding the relative effi ciency of U.S. and British bomb sights, one cannot argue, as his remarks must obviously be out of order in view of the fact that information is not yet released. On the question of the smaller bomb-load carried by the Fortress, however, it ought to be apparent to most thoughtful people that bombs must necessarily yield some room to the extra guns, ammunition and gunners necessary to fight through on daylight missions. J. A RHIND. STATUS OF DRAUGHTSMEN Formation of an l.E.D. Suggested IN view of the present elasticity of the definition of the word "Draughtsman," I should be pleased if it would be pos sible for you to give publicity to a suggestion which I should like to make regarding the formation of an "Institution oi Engineering Draughtsmen." I feel that .the existence of such a body, requiring from its members set standards in practical and technical qualifications, as well as a minimum period of draughting experience, could serve only a good purpose. I suggest that the aim of such an institution be: — (1) To raise the status of draughtsmen. (2) To bring draughtsmen together in the manner of the professional engineering bodies by means of debates. lectures and industrial visits, etc., etc. (3) To encourage young draughtsmen by practical recog nition of their technical successes at. an earlier date than would be the case with the professional bodies. Members could be graded as follows: — (a) Fellow: Fellowship would be offered to eminent de signers, especially those who had encouraged their draughtsmen to improve their technical knowledge and also endeavoured generally to raise the status of draughtsmen (b) Members: Members would be draughtsmen having passed the Associate Membership Examination of their respective engineering bodies (Mechanical, Civil, Elec trical, Structural, etc., etc.), being the minimum age of thirty years, and having had three years' workshop and ten years' draughting experience. (c) Associate Members: Associate Members would be re quired to have attained the age of twenty-five, possess the Higher National Certificate in Mechanical or Elec trical Engineering, and have had three years' workshop training and six years' draughting experience. Asso ciated membership could be open also to draughtsmen of the minimum age of thirty-five having had the prac-
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