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Aviation History
1944
1944 - 2270.PDF
482 Av FLIGHT |LfV "NOVEMBER 2ND, 1944 \\J American Letter r* (eii Random Impressions of People anfL-^tengs of Interest to British Readers Jy " DEMRON " SOME of the old stalwarts of the Midland AeroVQub at Castle Bromwich may recall a pupil by the name of Aherne, tall and good looking, who took his licence there some years ago. Well, Aherne is still a pilot, and has piled up some 700 hours or so in California, instructing and doing other worth while jobs, in addition to making his name, Brian Aherne, a household word with movie audiences throughout the world. Brian's love of flying has never diminished, and in addition to being a practical pilot, he has interested himself in many aspects of aviation. He has been more than passively interested in the Ail- American Pick-up system which lias been in use for some years in America to provide air mail services to the more isolated centres, and which was employed by our glider troops in Normandy To see the R.A.F. wings on the right breast of a U.S. Air Corps officer, denoting, of course, Eagle Squadron, is not an uncommon sight when walking down Fifth Avenue, New York, but to spot an K.F.C. wing on the left breast of a U.S. Army officer is unusual. I ran across Col. Borkum in the Waldorf a few nights ago thus distinguished, and he told me that there are only two or three officers in the U.S. Army who can sport the K.F.C. wings. He acquired them through enlisting in the Canadian R.F.C. in the first world war before America entered it. He had to have the set made in New York, as apparently R.F.C. wings were unobtainable either there or in London. Another impression one gets walking down Fifth Avenue —probably in Piccadilly, too—is the variety of campaign and decoration ribbons emblazoned on so many American chests. The boys of the R.A.F., Army and Navy one sees so frequently these days in New York look singularly naked in this respect, even after four years or more in actual theatres of combat. Airline Applications The Civil Aeronautics Board in Washington is being flooded with applications for post-war air line routes, feeder lines and helicopter routes. The future of air trans port is certainjy attracting a lot of attention as these applications have been filed by so many varying types of aspirants, ranging from the old established air line com panies to those who hope to be established in the not too distant future. The C.A.B. is considering some of the more important international applications, although at the moment the "war" between Pan American Airways and the domestic companies does not appear to have resulted yet in a firm statement of policy. The large domestic com panies which, up to the beginning of the war, concerned themselves entirely with internal and coast-to-coast routes, have extended their tentacles to reach to all parts of the globe, under pressure of emergency and the unprecedented demand for air transport of troops, freight, and priority passengers, operations which had probably existed only as a vague dream to them before hostilities. Having tasted the savour of international transport and, incidentally, having put up a wonderful performance, these companies naturally wish to continue, commercially, the operations, they instigated under national pressure, and have certainly acquired the operating experience to enable them to justify their claims of being responsible and competent parties for the operation of such routes. On the other hand, Pan American, having commercially pioneered practically all of the international routes from the U.S. have been somewhat in the position of B.O.A.C.—a "chosen instrument" of the Government. Whether the representations of the domestic companies will suffice to eliminate the implications of monopoly which they contend exist, or whether " Pan Am " will continue to function as lational company for operation of international routes, remains to be seen, but the fight will be keen, and, judging from the applications now before the C.A.B. the internal companies are proceeding on the assumption that they will be permitted to extend their activities. An interesting angle is developing as a result of the many applications for routes now lodged with the C.A.B. Many of the pilots now serving with the Forces are naturally wishful of being associated in some way with air transport developments, and feel that, whilst they are abroad they may be missing the opportunities that might be available to them if they were at home, and that plums ^tful be secured by interests that are able to formulate their* plans and act now, which, with other much more serious matters to engage their attention, these pilots obviously cannot do. A movement is likely to be set on foot, with the suppoifi*** of the American Legion, suggesting that these applications for routes be deferred, until those serving abroad are able to give the matter their full attention. * Greyhound Helicopters History is almost repeating itself over here in the matter of the helicopter which, apart from achieving considerable progress to the practical stage, has undoubtedly gripped the imagination of the American public. Certainly the fact that the Greyhound Bus Company, which runs transcon tinental bus services, has filed a comprehensive application for something like 60,000 miles of helicopter routes, has not donp anything to minimise public conviction that the h^pcopter has come to stay. la my travels throughout the States I have seen many in cipient world-beaters in rotating wings—at least, according to their energetic sponsors. Some of the experimental models I have seen are distinctly interesting, and these experiments do not find it at all difficult to interest sufficient capital to see~the schemes through to fruition. Many of the largest firms in the industry have a helicopter either completed, in process, or designs for one in their experimental shops. Two, three and four-blade rotors, rotors a' front and rear and contra-rotating, superimposed rotors are all attracting their adherents, inspired, naturally, by the success of Igor Sikorsky, whose determination and skill produced the first practical helicopter in Ajjj^efca. i A year or so ago I attended a " QB " dinner in New" York—the Ancient and Secret Order of Quiet Birdmen is an exclusive pilot organisation ; some of the toughest old barn storming pilots were there, and Igor showed a very interest ing coloured movie of his first successful machine perform ing quite astounding evolutions. I was much impressed by the way these old timers, conservative as pilots are, chary of anything new and refusing to accept anything revolu tionary without the most comprehensive test, burst into spontaneous applause half-way through the film. In its way I thought this was one of the finest compliments Sikorsky has had paid him. For some time there has been a good story going the rounds about Sikorsky's early experiences with his helicop ters. I thought it somewhat libellous, or at least apocryphal, until I heard Sikorsky tell it^atnst himself. It seems that he had movies taken of hjd*eariy flights, and when a reel or so had been compiled, a showing was made to the president of his company, who, after seeing the film, agreed that it was extremely interesting He complimented Sikorsky, and then said, "Tell me; you have shown me pictures of your machine taking off without forward ftun. climbing and descending vertically, taking off and travelling sideways, even going backwards, but I cannot recollect seeing it going forward." Sikorsky had to agree that his (Concluded at foot of page 483)
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