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Aviation History
1945
1945 - 1873.PDF
122 FLIGHT SEPTEMBER 2OTH, 1945 CORRESPONDENCE The Editor does not hold himself responsible for (he views expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. BEFORE THE ARK Hermes Built for JobI N your edition of September 6th you print an article by B. J. Hurren concerning aircraft carriers. In this article the statement is made that H.M.S. Hermes was one of the aircraft carriers which was "a conversion, adaptation or compromise." H.M.S. Hermes was none of these things. She was the first aircraft carrier built as such for the Navy and was, I believe, designed by Sir Dennis Burney. She was a very successful ship and all officers who have served in her say that she had excellent seakeeping qualities. It is a common error that H.M.S. Ark Royal was the first carrier designed as such for the Royal Navy, and one that should be corrected. MICHAEL DAWSON. REFUELLING IN THE AIR Fundamental PrinciplesI N answer to your correspondent's letter under the above heading contained in the August 30th issue of Flight, we are hoping to deal fully with the operational and economic aspects of flight refuelling in one or more articles, which we trust you will be kind enough to publish shortly in your journal. In most cases flight refuelling does double the payload of an airliner, though in many instances the payload is multiplied by several times. Briefly, the fundamental principle is this: An aircraft designed for long-distance operation must carry a vast quantity of fuel, probably three or four times the weight of payload. This in turn requires a considerable weight of structure to carry the fuel load, which in turn calls for powerful engines and high fuel consumption. By halving the fuel weight, the engine and structural weight components are drastically reduced also. Conversely, if the size of the airliner is unchanged, but the quantity of fuel is halved (by refuelling in flight), the payload may be doubled or trebled. Clearly, the cost of conveying the balance of fuel required, over a relatively short distance, by means of a relatively small tanker aircraft is only a fraction of the expenses of running a duplicate airliner. *C. H. LATTMER-NEEDHAM, Chief Engineer, Flight Refuelling, Ltd. THE GOVERNMENT AND CIVIL AVIATION Quantity Production RequiredI N the King's Speech it was said that a measure will belaid before Parliament for the reorganisation of air trans- port. What this measure will be is of vital concern to thefuture of this country. If the vast aircraft industry, built up during the past six years, is allowed to collapse like a burstballoon it will mean that our country will at once be relegated to the position of a second-class Power. Aircraft, whether we like them or not, have come to stay.Long years ago a foolish and ignorant legislation did its very utmost to kill the growth of the motor industry. Will theGovernment, in the same manner, "control" the great air- craft industry out of existence, or will it by wise direction keepthis country in the van of the great Air Powers? There seems to be a widespread idea that the atomic bombimmediately abolishes the need for armies, navies, or air forces. I have heard many people, both civilians and fromthe Services, who say, "Of course, there is no need now to waste any more money on armaments. If any country startsaggression against the World Powers they will merely be vapourised by a rocket carrying an atomic bomb." This sortof talk is just stupid nonsense. England, America and Russia now have the job of policingthe whole world and restoring order out. of chaos. The •world police force will need the Army, the Navy, and, above all, theAir Forces, to enforce law and order in a humane way. Mr. Churchill's-bold experiment of T922, when he used air powerto police the unruly tribes of Mesopotamia proved not only economical but humane. Very little bombing was necessaryand much potential trouble was stopped by the mere mobility of the air SheeT necessity of war has forced us to neglect civil ax'iatdonso that, although we are one of the greatest of Air Powers, we are also one of the weakest in air transport. It is like havinga great Navy but no mercantile marine. Civil aviation may be divided broadly into three classes.First we need the great transcontinental and transoceanic air lines corresponding to .those run by the great steamship com-panies. To-day, as never before, is it essential to get these great lines into operation. The first thing is to order thegreat aircraft and to order in quantity. We have the skilled men, but we have few aircraft. Hundreds of these will beneeded, but manufacturers cannot plan production on economical lines if they are given orders by penny packets. Lord Brabazon's Committee has made its recommendationsabout the types to be built. These recommendations are sound. Surely the taxpayer is entitled to know how manysuch aircraft have been ordered. Second to the great airliners come the medium-sized aircraft,.designed for internal routes and the short external routes toj the Continent. Aircraft companies have been officially"requested" to design and build new types in this class. They are spending their brains and money in evolvingmedium-sized transports and freight-carrying aircraft which will lead the world. Yet no quantity orders have been given.These companies are expected to design and build new designs, but do not yet know whether they will be able to sell theirproducts. The third class of civil aircraft is the light type correspond--ing to the private car. Again in this class the brains of the aircraft industry has evolved designs which lead the world.Both at home and abroad there is a fine market for such light aircraft. Orders and export trade are there for the asking.Yet so far the Government has not allowed aircraft firms building this type to demonstrate their products abroad.Neither has it given any indication as to whether private flying is going to be encouraged or whether it will be hedgedround by so many restrictions that it will not be worth while. The Treasury say, " Export or expire," but one cannot exporturriess one can show one's products to the customer. After the last war England, as now, led the world in thedesign and manufacture of fine aircraft, and a stupid and short-sighted Government destroyed a great industry. Is thismistake to be repeated? Transport is civilisation. Trade follows in the wake of shipsand on the track of the railway and the motor road. Just as surely trade will follow the slipstream of aircraft. Now isthe Government's chance and we all look to them to take it. H. V. ROW7LEY, A.F.R.Ae.S.,Air Commodore. CIVIL STIRLING Cost to the Passenger FROM the interesting article (Flight, August 23rd) animpression is gained of the price the intending passenger may have to pay per mile of air travel. * This article shows under the heading '' Price per Passenge^Mile" the price of 2.84d. for each of the 18 passengers. This figure is arrived at by dividing 18 into 5i.2d. (thetotal operating cost per mile of the laden aircraft), from which it would appear that the additional 4,900 lb. of mailand freight mentioned in case "B" is carried free! I don't think your contributor intended to convey thisimpression, but knowing the proclivity of the lay Press to jump to conclusions, I may be forgiven for asking for furtherinformation. In short, may we now have a forecast of what per mile thepassenger may have to pay for his ticket in this aircraft on the basis of the figures given in your article? W. MAITLAND HAROLD. [As our correspondent points out, the figure of 2.84d./pass./ mile is incorrect where mail and freight are also carried. When 850 lb. of freight and 2,700 llv'of mail are carried in addition to 18 passengers, each with 30 lb. of luggage, the price per mile for each passenger works out at 1.43d. In the other case proposed, where 1,300 1b. of freight and 3,600 lb, of mail are carried in addition to iS passengers each with 30 lb. of luggage, the corresponding price per mile for each passenger becomes i.2O4d.—ED.]
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