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Aviation History
1944
1944 - 1235.PDF
JL-XE 15TH, 1944 FLIGHT Britain's Overseas Ai Reflections on the Posto a' at" Mainteni By EDWARD C. BQWYER dtiiatioi^n Importance of WHEN the war with Germany is ovet, the likelihood is that ihe war with Japan will hVye still a long way to go. ^^^ That contingency must exert a profound mflue the future of world air transport, and on British Common wealth plans in particular, A main air reinforcement route to the Pacific war zone lies largely within British and Indian territory—over routes already worked by Royal Air Force Transport Command and British Airways. Further, the Pacific war will need many more transport aircraft than the European war; possibly even the broad back of the United States airptfut industry may not easily carry all the load, and British constructors may have to help. If so, the picture of the relative availability of British and American transport aircraft might well look very different from the dark and gloomy outlines which the British observer •"" must contemplate to-day. Although during my own journey with Transport Command and B.O.A.C. I flew a little more than one- third of the -26,000 miles in British aircraft, far fewer than one-third of the trans port machines operated in IN this, the fourth and last of his series of articles written as a result of his tour of more than 26,000 miles, Mr. Bowyer sums up his impressions and suggests lines upon which aircraft designers might work. He makes an especially strong plea for so designing machines that large unit components can be changed quickly for overhaul and maintenance. Mere changing of power " eggs " is not sufficient. We are asked to point out that the views expressed are entirely Mr. Bowyer's own, and do not necessarily represent those of the S.B.A.C. rcraft, and seafond, by the conversion as a short-term policy of lareM^iumbers of British heavy bombers. Both methfl^«ii!!flght be adopted, the one or the other to a greater "r lesser extent according to circumstances. It is true that the converted bomber—by which I do not mean the completely redesigned derivative such as the York or the new Handley Page transport—makes an ineffi cient transport aircraft, for reasons which are well under stood by readers of Flight. Nevertheless, converted British bombers could carry useful loads, and they could be made available, complete with spares and competent flight crews, in several of the chief regions where air transport is and will be in large demand. In the Middle East, a few twin-engined bombers have been converted for transport uses. Although they did not prove entirely satisfactory, ••'• they did shift a great deal of urgent cargo which otherwise would have had to stay on the ground. There is food for thought in the suggestion made to me that British manufacturers should prepare schemes for rough and ready conver sion of bombers, the work the regions which I visited [ ; ; to be done if possible in the are British. The American superiority inu^imbers of airliners worked by the Command and by otlj^aniine operators is crushing, and, apart from its dovious influence on future development, is of immense value to the prestige of the United States and of American industry generally. The fact that, in the main, the British transport aircraft are doing an admired and excellent job, is not sufficient to offset the American advantage; most of the British aircraft are obsolescent types, and new models, such as the York, make their appearance on the main air routes very tardily and, up to the present, in small numbers. Plainly, we have an immense task before us^. Technically, there are no grounds for pessimism ; the ingXMry which has produced the world's best combat aircraft in the fighter and heavy bomber field will not fail in design and produc tion of transport aircraft. British powerplants, radio, and all kinds of accessory equipment can challenge comparison with the best produced elsewhere. It is relevant that the installation of British liquid-cooled engines in the Douglas DC-4 four-engined transports built in Canada will give the aircraft a higher rate of climb, increased cruising speed, and lower cost of powerplant operation. Considerations other than technical will affect the issue, v- Politically, the Government must h*lp to the possible limit, always with regard to the paramount needs of war, which may march with the long-term interests of the British aircraft industry if the expectation of the longer war with Japan is realised. In any event, new types of British trans port aircraft—not forgetting light aircraft—should be put into trial service overseas at the earliest date, to deter mine their suitability and to uncover "snags" before the urgent post-war needs arise. • Ministries concerned should spare no effort to expedite the design and production of prototype air transports in all categories of size and per formance, and the preliminary work y/readiness for quan tity production. There are perhaps two methods whereby the gap may be bridged before new British transport aircraft become avail able. First, by the acquisition of American and ex-enemy region where the aircraft were to be used. Misr Airlines in Egypt have shown how such conversions may be accomplished. At Almaza airport, Cairo, I saw the first of a small series of Ansons which are being trans formed from military to commercial guise in the Misr work shops. All of the military equipment had been removed, leaving a compact yet roomy fuselage for a crew of two in a separate compartment forward, and a cabin for eight passengers in chairs. There is good luggage accommoda tion, and the nose has been neatly faired. I was agree ably surprised, as a six-footer, by the headroom and general impression of space " Dead " load is carried in the bomb- aimer's position forward, the turret position aft, and the bomb compartments in the wings. Work of this kind may be rendered all the more neces sary if, in fact, due to the demands of the Pacific war and other causes, American equipment is not available in the profusion generally anticipated. I was astonished,to find that Dakota (DC-3) spares are already in short supply in some regions, and that both Transport Command and B.O.A.C. have been obliged from time to time to resort to " cannibalisation " to keep aircraft flying. Operational Experience Whatever types of aircraft may be operated immediately after the War, there can be no doubt of the ability of Transport Command and British Airways to work them. The two concerns, working as a co-ordinated and integrated whole, have achieved the firm foundation of an efficient, virtually world-wide air service. It is true that much spade work yet remains tc be done in the improvement of arrange ments for handling passengers over long sections of the routes. British Airways, as must be expected, shine in comparison with their younger Service associate. The Cor poration, with its predecessor, looks back on years of experience of caring for passengers and their luggage. Its rest-houses and hotels are excellent; by contrast, some of the accommodation provided by Transport Command comes verv much within the limits of the severest austeritv.
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