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Aviation History
1946
1946 - 1775.PDF
Editorial Director Editor Assistant Editor - G. GEOFFREY SMITH. M.B.E. C. M. POULSEN and AIRCRAFT ENGINEER Art Editor - MAURICE A. SMITH, D.F.C. (WING CDR., R.A.F.V.R.) - JOHN YOXALL S FIRST AERONAUTICAL WEEKLY IN THE WORLD .• FOUNDED 1909 Editorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, LONDON, S.E.I Teieeranu : Flightpres, Sedist, London. COVENTRY : B 108-10, ST BIRMINGHAM, 2: KING EDWARD HOUSE, N f w STREET.CORPORATIONTelegrams : Autocar, Coventry. Telegrams : Autopress, Birmingham. Telephone: Coventry 5210. Telephone : Midland 7191 (7 lines). Telephone : Waterloo 3333 (SO lines.) . MANCHESTER. 3 : GLASGOW. C.2 : 260, DEANSGATE. 26B, RENFIELD ST. Telegrams: Iliffe, Manchester. Telegrams : Iliffe, Glasgow. Telephone : Blackfnars 4412. Telephone: Central 4857 No. 1968. Vol. L. SUBSCRIPTION RATES : Home and Abroad : Year, £3 I 0. Registered at the G.P.O. as a Newspaper v September 12th, 1946 6 months, £1 Thursdays, One Shilling. Outlook Export WHEN the gates of the Handley Page airfield atRadlett are opened this morning to the manyhundreds of guests of the Society of British Air- craft Constructors, they will disclose an amazing array of aviation equipment, ranging from the minutest locknuts, through materials, to large four-engined aircraft and high-power piston and turbine power plants. There are very tew items, of the thousands which go to ihe making of modern aircraft, that are not represented. The exhibition reflects the very greatest credit on the British aircraft industry which, in spite of many difficul- ties, has managed to collect such a diversity of products for the benefit of potential overseas buyers. If the Rad- lett show does not result in a very marked increase in exports, it will not be because of any shortcomings in the products exhibited but will be due to circumstances over which the industry has no control, such as economic obstacles and political barriers, of which there are, un- happily, not a few. On sheer quality alone, the products of the British aircraft industry can hold their own. our readers will know, the actual exhibition is a. ay affair, with to-day devoted to the "static" and to-morrow to a flying display of the aircraft which are parked for inspection on the ground to-day. On Sunday the exhibition will be open to members and guests of the Royal Aeronautical Society. It is, perhaps, rather a pity that the show, or at least the flying display, could not be opened to the general public, but the organization needed, and the space available, made this out of the question. In any case, the whole object of the Radlett show is export, and the guests invited to come to this country for the exhibition are representatives of nations and firms that may be assumed to have a very real practical interest in British aviation products. A considerable percentage are actual or potential customers, some on quite a large scale. We have endeavoured, with this issue ot Flight, to contribute our share towards facilitating the work ot the visitors from overseas by giving a complete list of the exhibitors, describing many of their products in brief convenient form, so that not only those who come to Radlett may have a handy reference to the show, but our many overseas readers who are unable to see the exhibition for themselves may obtain a very fair idea of what is being shown and what the British aircraft industry has to offer. Engine Reliability ACCIDENTS in flying appear to run in cycles. Along period of accident-free operation is often*" followed by a whole series of crashes. Just re- cently, aviation seems to have had more than its fair share. In not a few instances, weather conditions may be said to have been responsible, poor visibility having caused pilots to fly into rising ground, or getting off course. Bad weather will always constitute a risk until such time as instrument-flying and landing are more fully developed and generally adopted. But there have been accidents recently in which the weather does not appear to have played any part, and the circumstances of which appeared to point to engine failure. The modern aircraft engine, whether British or American, is an extremely reliable piece of mechanism, and it is generally true to say that two things only will cause engine failure: ill-usage and bad maintenance, or a combination of the two. At the present time, when a good deal of flying is being done with material which is beginning to be worn out, or which has been indifferently overhauled, good in- spection and maintenance are more important than ever, and every accident tends to give flying a bad name. In the actual usage of engines it is. of course, of the
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