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Aviation History
1948
1948 - 0409.PDF
MARCH 25TH, 1948 FLIGHT CORRESPONDENCE The Editor does not hold himself responsible Jot the views expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. JET NOISE Supersonic and Super-audible MR. A. SANSOM, in his letter entitled "Jet Noise"(Flight, March nth), practically answers his own re- quest for a new abbreviation to distinguish between " faster than the speed of sound in air" and "vibrations faster than the speed of sound." He says that supersonic means super- audible ; then why not let supersonic still apply to the speed in air and use super-audible to designate supersonic vibrations? Dublin, Eire. H. J. H. GOLDSON. ( AIR POWER Government Afraid to Demand Sacrifices CONGRATULATIONS on your admirable article "Foolish v-' Virgins " (March nth). The terrifying indifference and lark of reality shown by those responsible for maintaining British air power, both military and civil, can only lead to disaster. The trouble, as always in times of peacp*is that the Govern- ment of the day is afraid to ask the people for the sacrifices that they know to be necessary if we are to have even the minimum forces required for some degree of national security. The position is greatly aggravated to-day by the severity of our economic difficulties, but if the implications of the present precarious balance of world power are not faced now, we shall earn only slavery for the future. Although by pointing out the dangers of unpreparedness you will be one of a few voices '' crying in the wilderness,'' 1 trust that you will con- tinue your efforts to emphasize the deadly seriousness of the position. Finally, it is astonishing to find a journal of the standing of Flight lending its authority to the oft-repeated and com- pletely misleading statement that '' enforced neglect of civil aviation during the war years has led to our present sorry position in regard to air lines and transport aircraft . . . ." The story goes much further back than 1939, and indeed our situation in regard to modern transport aircraft, notably civil landplanes, at the outbreak of war should be given the fullest publicity. It shows every sign of recurring. Winchester. G. SANDYS-LUMSDAINE. FLYING-BOAT BASES Problems far from being Difficult WHILE expressing appreciation of Mr. King's excellentoutline of flying boat development in the February 26th issue, I would like to criticise his assessment of the operational requirements of this type of aircraft. He mentions "costly and elaborate facilities." Surely all in the aviation business now know the answer to the ten-dollar . jjjltch question '' what is the difference to an airline between the cost of an airport and the cost of a seadrome"? All other things being equal (!), a flying-boat service can be started and operated with but a half-dozen buoys, the same number ol tenders and floats, a jetty, terminal building and a main- tenance hangar. I should think the capital cost of these would be overtaken in the first couple of hundred yards of runway essential for a land plane. If the boat base requirements are doubted, a look at Poole will bear out my assertion. Poole is far from being an ideal base, but nevertheless a fleet of flying boats averaging a 1,500-2,000 hours a year utilization is being operated therefrom. Mr. King describes problems of docking and handling as "formidable." Surely not more so than those attendant on man-and-tractor-handling a large landplane. Furthermore, the case of a heavy landplane poking a mammoth wheel and chassis either straight through-the concrete or down an unsuspected drain is not so rare as commonly supposed. With regard to the flying boat's "periodic beachings for inspection." "con- sequent heavy demands on men and equipment," and "loss of revenue-earning capacity," what is the difference between this and the normal cycle of landplane inspection ? Here one might refer to Flight editorial of January 15th, commenting on B.O.A.C.'s figure of 4.5 man-hours per flying hour for boat maintenance, noting the comment therein that this was " probably better than any other of the Corporation's aircraft." Finally, the question of keeping a landing area free from obstructions and drifting objects. If Mr. King cares to come down to the Medway and take a seat in my office window, 1 will guarantee him a steady flow of driftwood, empty barrels, oil drums, dead dogs and similar flotsam (or is it jetsam?), together with a regular assortment of tugs, barges, tenders and the usual river cralt. Yet in the thirty-odd years that water- borne aircraft have been using this restricted river, there has not been one case of hitting a drilting object. Carshalton, Surrey. J. R. BUSHBY. THE FLYING-BOAT CONTROVERSY What of the Alt-wing Arrangement ? T SEE that it has recently been suggested that the (lying-boat -*- controversy should be brought to an end. Beiore this happens, I should like to ask the experts how, it the trend of design is towards all-wing aircraft, it is proposed to land these on water? Je L Whitstable, Kent. [In his Wilbur Wright Memorial lecture to the Royal Aero- nautical Society in 1940, Dr. Roxbee Cox (this year's president of the R.Ae.S.) gave a sketch design of an all-wing flying boat, of 380,000 lb. all-up weight and powered by 12 engines of 2,500 h.p. each, paired to drive six contra-rotating airscrews. The sketch was published on p. 551 of our issue of June 20th, 1940.—ED.] THE R.A.F.V.R. " Give Credit Where Due "S O far I have read in correspondence dealing with recruit- ment into the R.A.F.V.R. that it is being met with con- siderable delays and lack of courtesy. I would like to place on record that this state of affairs is not universal, and feel that credit should be given to those units, where due. I applied a month or two ago, asking lor particulars, and got a return of post reply requesting me to come and see them if I fell within the category listed. Being over 30, I thought I had '' had it,'' so did not trouble any further. Six weeks ago I received a letter from No. 84 Reserve Centre, stating that they had not heard from me, and would I care to go and see them, when they would be pleased to give me more "gen." Despite the fact that I was fully prepared to be turned-down because of my age, I might add that I was accepted, having passed through two medicals and been attested within six weeks. I met with considerable courtesy, and I feel this letter may give some hope to those over 30. " 697." Bognor. Ab initio Suggestion Approved THE response to my enquiry '' Why so poor a response •*• to V.R recruiting?" (February 19th) has been gratify- ingly emphatic and explicit, and although Mr. McKay blames publicity (March 4th), I suggest, as "Reservist" states in Flight of March nth, that all eligible types know, and if they were keen enough a mere rumour would find them hot on the scent of facts and figuies. I will admit, however, that some modifications of service and amenities could do with a brightei light, for "Reservist" (whose documents must have beer either very interesting or elusive), although a V.R'ist himself, seems unaware that: — (a) 15 days' training may be broken up into convenient times, so long as the total is there. (b) '' G ' licences are available for members who would not otherwise tax their vehicles. (c) 30 and over is not the cause of rejection by the medical board. Experience and physical ability are all considered, and if his friend is too old, may I suggest his abilities would be greatly appreciated by his local A.T.C. unit, and 1 dare hope that flying would be available for officers i/c parties of A.T.C. when the latter were being given air experience, for the officer i/c requires experience of the same nature as his cadets! If V.R'ists have no transport, either contact a member locally who has, or press-gang a car-owning type into the V.R. ! Nightly attendance difficulties such as time, travelling and so on for lectures, have been cut by one enterprising CO. in the form of "correspondence course" lectures where possible. with consequent economy of petrol, expense and absence from
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