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Aviation History
1949
1949 - 0050.PDF
FLIGHT JANUARY 13TH, 1949 Ground Crews of the R.A.F squadron office" was a by-word of inefficiency, who lost passes and placed men on duty rotas twice ere their mates' names had appeared once. The granting of administrative commissions was another source of ill feeling amongst intelligent tradesmen. When- ever the chance of applying for an interesting commissioned job appeared in Routine Orders, we found that group-one tradesmen were ineligible. But men of the lower trade groups could become officers and finish the war as Flight L-ieutenants, while we of group-one remained L.A.C.s. The theory behind this ruling was sound, up to a point. It was based on the argument that a group-one's technical training was too valuable to waste, and that he must seek a commission, if at all, as an engineer officer. To many this did not appeal, and when it did, educational, age and length of service qualifications were such that most older group-one war servicemen were rendered ineligible. Thus, in spite of executive business experience, most group- one tradesmen were compelled to remain fitters, or to act as ranker clerks to engineer officers, while their friends who joined the Army as infantry privates were frequently obtaining commissions for general duties in that service. Meanwhile administrative commissions were granted to " erks " from inferior trade groups so that in practice, if not in theory, the primary qualification for an admin, commission in the R.A.F. was the inability to qualify for a group-one trade while serving in the ranks. I suggest that Secretarial Commissions, as they are now called, should be open to all ranks, regardless of trade group, for the man who can remember the answers well enough to pass a "board" for his group-one "Props" can equally be relied upon to remember all the varied details of administrative work. Many of us held the R.A.F. in high regard but think that it would be a happier service if intelligent men and N.C.O.s were posted to the administrative duties so that organization and maintenance should be equally high in standard, while the skilled mechanic should be protected from victimization by lesser men. The tendency when writing an article of this sort is to look at the question from the point of view of the Service man rather than from that of the Service. Yet it is essential for the efficiency of the latter that its organ- ization conduces to the mental comfort of the former. . . . By Any Other Name Pratt and Whitney JT-6B Turbo-Wasp (Nene) Type Tested IT was gratifying to discover on reading a recent publicityhand-out received from America that it referred to noneother than the highly respectable and respected Rolls-Royce Nene turbojet. Since the announcement several months ago of the signing of an agreement for the Pratt and Whitney Air- craft Division of the United Aircraft Corporation to build Rolls-Royce Nenes, the American company has moved with characteristic rapidity and the resulting Turbo-Wasp JT-6B (Navy J-42-P4) has successfully passed its 150-hour military qualifying test with a static thrust rating of 5,000 lb. This is American-built Nenes known <JS Pratt and Whitney Turbo-Wasp JT-6Bs. the highest rating so far announced for any American-built gas turbine. Grumman F9F-2 Panther carrier-based fighters will be the first recipients of production Turbo-Wasps. Several hundred have been ordered by the U.S. Navy. Of a number of modifications made to '' Americanize '' the Nene II, the most apparent are those concerned with acces- sories, their mounting and their drives. In addition, there have been some important changes in structural materials, magnesium being used in place of heavier aluminium alloys for some components. This is in line with British develop- ments of the moment. The Turbo-Wasp has also to be capable of running on aviation petrol as well as kerosene. The diameter has remained the same at 49.5 in, but the length of 98.3 in mentioned shows an increase of 1.5 in. American production methods are in the main extremely advanced and efficient. In the case of the Turbo-Wasp, new techniques are being applied and some 7,600 different tools are required. This knowledge may bring some comfort to those who are worried about the possible result of selling to Russia between two and three dozen Nenes. Extensive plant area has now been prepared and equipped by Pratt and Whit- ney for Turbo-Wasp production. Rather more than half the engine components are being manufactured by the company, while some 400 semi-finished or finished parts will be bought outside. BOOK REVIEW Man Takes Wings. Published for the Air Ministry by His Majesty's Stationery Office. Price is.T HOSE who have seen the R.A.F.'s Mobile Exhibitions will be familiar with the title of this little booklet, which is intended to awaken interest in aviation by spotlighting notable events and developments in the long story embraced by the title, and to increase recruiting returns for the Air Force— Regular and Reserve—by turning interest into action. It is not suggested, however, that Man Takes Wings is a recruiting pamphlet—modes of entry into the Service are merely presented in a discreet table, free from fulsome publicity, at the con- clusion of the booklet. The account of flying machines and flying men, past and present, is given by Mr. Gibbs-Smith, whose wartime books on aircraft recognition were exceptionally successful in introducing a sticky subject to the many greatly needed but novice "spotters." In his treatment of this broader and more en- grossing subject he shows an equal proficiency, and crams into less than 50 pages much information of birds and balloons, pilots, prophets and pioneers, aircraft in peace and war, and general explanations of flight and propulsion. Also included are suitable illustrations, lists of events in date order, publications, and an aeronautical glossary. B e
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