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Aviation History
1946
1946 - 1887.PDF
SEPTEMBER igTH, 194C FLIGHT 3*7 CORRESPONDENCE The. Editor does not hold himself responsible for the views expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. A R.A.F. SLANG When Halton Life Was IRKsomet FEW months ago you published a letter from my erudite pen in which I settled lor ever the controversy concerning the origin ot the word " gen." It was invented at Halton and is short for "genuine." Now at that time the life of an air- craft apprentice was very irksome indeed. We didn't get Horlicks for supper as they do now. In fact we didn't get any supper at all, unless one was rich enough to dine in the Naafi. (I, personally, was one of the plutocrats as I ran an illicit barber's shop—threepence for a clip up to the brim of the cap, no credit given, and patronised by the squadron sergeant-major). As I said, our life was very irksome and whilst going about the barrack room, chores one would often hear the saying, "Join the Navy and see the world—Join the Air Force" and scrub it." I say again, life was very irksome, and that, Mr. Editor, sub-editors, correspondents, members of the flying services and all who couldn't care less anyway, is the deriva- tion of the word irk, not erk. Ah, those were the days of wooden aircraft and iron irks. L. W. CRAWFORD • (Ex-Irk). [R.A.F. slang, no less than any other form of expression, is apt to suffer corruption with the passage of time.—ED]. trains last Friday." That was never an attempt to steal the credit, but an expression of the feeling which the '' flying types " had brought to them, that they had a share in the job A u/s aircraft is always a "bind" to an "erk," and ut most < ases you would find him working feverishly to g<H things light before anyone started making cutting remarks. If it was a big job then he'would not hesitate in letting his colleagues know, and if he was lucky he might solicit a little help. Squadron pride is a great thing, and often the personal pride in a single aircraft exceeds it. Tell an " erk " his " kite " is u/s and he'll just sigh and get out his tools. If you really want to hear him swear just tell him he is on cookhouse fatigue or guard tomorrow ! I say "thank you" to the "flying types" who made us feel they appreciated what was done for them and who allowed us to feel that in a small way we had taken an active part in operations; that is all the tribute we could ever want. India Command. ONCE AN ERK. "MATELOT ERKS," TOO Final Word for the Pilots AS your correspondent D S. Papworth (Flight, August29th) writes terminating the correspondence on "Tributes," I would like to make it square all round by a final "off caps" to our aircrew. The Fleet Air Arm did a grand job of work in all theatres, usuallj' with out-of-date kites, but with pilots who were top line in every respect. I was with the Barra's when they first sailed into the Japs, defying Zeros and any otlier junk they put up against us. Yes, the " matelot erks " did their job, but it was the pilots who really had the rough. Regards to all Illustrious' 847 lads, and 733 in Ceylon. M. N. TAYLER. (ex-L/A.M.(E.)). TRIBUTE TO "JOE ERK" Another " Thank You " to the " Flying Types " I WOULD be grateful if you could find space to publish thisletter as I think it expresses roughly what quite a few of us have felt—it is late because I have only- just received my copy of Flight for July 25th. A. J. C. Proctor touched a soft spot in the hearts of many in his letter in Flight, July 25th. I was just an "erk," but I'm glad to say that at times I was in very good contact with "flying types" of ranks UD to squadron leader. It was that contact which so often encouraged us to do the job cheerfully when we felt least like it. One of the best pals I ever had was the pilot of my machine —I say "my machine" because after eight months of D.I.s the relationship was quite personal. He was not above giving me a hand. I remember many occasions seeing him in his shirt sleeves cleaning the fuselage and wings—an officer and a gentleman who knew we were all in it together and that some were worked harder than others. More's the shame is that he had to die for the cause, but the memory of him remains with me ever as a reminder of the real fellowship between all types which made our victory possible. It was not just one of those things that came'to an end with the day's work; it was carried into the evenings by those aircrew and "erks" who were lucky enough to be off for a fnw hours. There must be many who can recall with a smile the amusing social activities enjoyed by all, not least the squadron dances. There was never anyone to make much of a song about our work, but as long as the aircrew were satisfied with the results we didn't worry. How many times I have neard the "erks" talking in their billets: "We got three Jerries last week." ." We sank two flak ships on Wednesday," or " We shot up six R.A.F. RECRUITING Air Ministry's " Unimaginative Effort" TT appears to have been generally accepted that peace for -*- many years to come will only be kept by the threat of force, and the war has shown us how great a part is played by an air force in the wielding of such weapons. It is also obvious how little the consequent conscription appeals to the public taste, but the Air Ministry's effort to sub- stitute a long-service volunteer force is decidedly un- imaginative. They provide security with pay and paid holidays for a limited period in a man's life with a small cash grant in ad- dition, but during those years, apart from normal discipline, the man must suffer the stultification of natural talent and initiative by the pinpricks of petty restriction. In the Army, Montgomery is making every effort to throw off the shackles of needless restriction; in the Air Force the perpetual whisper circulates of the " tightening up " to follow, and it certainly does follow, too. It is considered lowering the dignity of his commission if an officer stoops to explain a regulation to an airman—no, he must be told that "orders are orders," and treated like a child that cannot understand. We have progressed beyond this stage, ,.nd the Army shows its recognition of the fact. The Air Force needs long-service volunteers to master its highly skilled trades, but the Air Ministry remains in a torpor. I have a feeling that this sleep- ing beauty will not respond to the tender jreetingof a gallant prince—it needs a lusty "prang" with a sharp goad! B. E. J. GARMESON. THE PISTON ENGINE "... Some Years to go in Particular Fields " I WAS very interested in the article on "The Piston Engine,"by C. D. Soitz, in your issue of August 29th. Mr. Soltz, in his article, states that "too much work has been put into this engine for it to be lightly discarded . . . one of the main advantages of the new jet propulsion turbine airscrew power units, n.mely their relative ease of develop- ment, may allow a certain proportion of our research and development resources to be concentrated on our first pet. . '. ." Perhaps, " lightly " is the operative word in this statement, but even the large amount of development which has been put into the piston engine in the last 25 or 30 years does not justify retaining the piston engine" if the gas turbine can replace it adequately. Actually, however, the piston engine still has some years to go in particular fields of use, and the gas turbine, in its power or airscrew form, has yet to prove itself in the. range of 500 b.h.p. to 1,500 b.h.p. At the risk of some of us eating our words, but now at least fortified by further experience, one could say that there is plenty to do in developing Hue gas turbine and, at the moment, the airscrew turbine is taking just about as long to develop as the piston engine of Equivalent power. And any firm engaged in the development of the turbine as well as the piston engine will only have sufficient resources to develop both for specific purposes. No firm will have the
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