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Aviation History
1949
1949 - 0409.PDF
MARCH 3RD, 1949 FLIGHT CO&12ESPONDENCE - 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. FLYING FOR EX-NAVAL AIRMEN Admiralty Let-down Alleged MR. N. H. PROWTING'S letter in Flight of January 20thin reply to mine (December 16th) concerning flying for ex-Naval pilots is appreciated. The reason for the lack of flying facilities is not a matter of the old red-herring "lack of Treasury grant," but solely Admiralty policy. As organizer of the R.N.V.S.R. Air Section, I was told by the late Fifth Sea Lord that if I could evolve a scheme without incurring financial expenditure it would be approved. It was discovered that six Tiger Moths could be made available by the Ministry of Supply through the Air Ministry as a paper transaction without cost. Arrangements had also been made for these aircraft to be maintained at a Naval Air Station, and, therefore, the only direct financial liability in this scheme was the cost of fuel and insurance. Our members are suffi- ciently keen to pay £1 per flying hour. Application was then made to the Admiralty for the necessary permission to take possession of these machines, and after all these months they told us that Tiger Moths were of no training value for Naval Aviation! SIMON WARRENDER. London, W.i. CROWDED COMMUNICATIONS Overloading the V.H.F. Band ~ I WOULD suggest that the placing of all aeronautical com-munications on the V.H.F. band is a mistaken policy. First, it entails use of V.H.F. at ranges for which it was never designed. There are serious limitations, and even dangers, in the use of any communications which are so easily baulked by hills and other aircraft, and which are limited at the best to geometric horizons. It will be impossible to maintain contact with the A.T.C.C. throughout an entire Flight Informa- tion Region. In my present experience I find using the V.H.F. very like a man speaking to his mother-in-law—you can't get a word in edgeways! The answer would be more frequencies, but there are limits to the number of channels one aircraft can carry. One does practise homings in constant fear of inter- rupting more urgent transmissions, and real homings and let- downs are often rendered ineffective by constant interruptions. This is the situation at present; I tremble to think what it will be like when the V.H.F. channels are further loaded. In conclusion, I suggest that V.H.F. should be kept for its original purpose of obtaining information quickly direct from controller to pilot during approaches. SHORT RANGE. Leeds. VALUABLE RELICS Wanted—a Museum of Aeronautics A MUSEUM of historic aviation relics should be collectednow. The Science Museum and the War Museum each has a not very complete collection of ancient and historic aircraft; I am not suggesting another collection of aircraft, interesting as it would be; space considerations would pos- sibly prevent that, though the Airport buildings at Croydon would be better than nothing, being museum pieces in them-. selves. The Royal Aero Club has a few historic relics, such as half of Bleriot's prop, a piece of Richtofen's prop, Cody's compass, etc. Until recently I had a piece of the prop from the Martin Handasyde on which Graham Gilmour was killed, and I have a wooden prop from an Fe2b of 1916 which was damaged in a forced landing in fog in a very large field which was subse- quently matte into Tangmere airdrome. There must be many who have such museum pieces. All such relics should be collected together at one place. This might be done either by the Royal Aero Club or the Royal Aeronautical Society. It should" be done by someone, as aviation is now old enough to be historically interesting to the present generation, as is very plain to anyone who mixes with air-minded young men from A.T.C. age upwards. Otherwise much of value will be lost for ever. LondoH, S.W.3 GEOFFREY DORMA>\ ROBIN LINDSAY NEALE Further AppreciationW HILE not detracting one iota from Mr. A. ~R. Weyl's fine appreciation of Robin Lindsay Neale in your issue of February 17th, may I be permitted to correct him on one or two points? Lindsay Neale's motor cycle accident early in his flying career did not result in the loss of a leg, but it made him permanently lame and definitely "barometric." When he forced-landed the P. 108 on the airfield at Wolverhampton last year the same leg was broken and he had not long been out of convalescence when the Balliol accident occurred. The R.A.F. certainly did have a place for him at the outbreak of war and he was commissioned in 1939, being released only for service with Boulton Paul early in 1940. May T add my own appreciation of a grand person and a pilot absolutely second to none? H. C. BARSON. London, S.E.19. [Other correspondents have written to the same effect. All pay warm tributes to Lindsay Neale's capabilities and per- sonality.—ED.] SINGAPORE FACILITIES ^ ' Night Landings at TengahI SHOULD like to refer to an article, "Rush Job to Singapore," written by Capt. David Brice in Flight of January 6th. My attention has been drawn to it by the Commander-in-Chief, Royal Air Force, Singapore, and also by the Director of Civil Aviation, Malaya, in respect of a statement that it was not possible to land at Tengah Airport at night, as permission could not be obtained. The facts were as follows: — The Ministry of Civil Aviation quoted the current R.A.N.A.D. and stated that permission would not be granted for night landings at Tengah. For the first flight, therefore, the Chief Pilot, who was in command of the aircraft, arranged to arrive at Tengah in daylight. Whilst there he made en- quiries of the Royal Air Force, who stated that there was no difficulty in providing facilities for a night landing, but that Skyways' agents at the Airport, Qantas Empire Airways, had no staff available during the hours of darkness. London, S.W.i. R. J. ASHLEY, Managing Director, Skyways, Ltd. MANNING THE R.A.F. The Views of an Old-timer MAY I respectfully answer some of the statements of Mr.D. V. Jenkins, under the above heading in your issue of February 3rd, 1949 ? I cannot quite understand what he means as regards the officers' "superior" messing, at the present time, and this can be vouched for. The meals they receive are at par with the airmen's meals. True, they certainly have a bit more comfort in the Mess, and a superior dining room, but that does not signify that they live better than any other personnel. Surely as an officer he is entitled to a little consideration in the way of comfort, for even the airmen's N.A.A.F.I. these days has improved far beyond the old days in the Royal Flying Corps. Take also the furnishings both in the corporals' and sergeants' Messes these days; equally as good as the officers, so what earthly use is it for any Service personnel to strive for an N.C.O. or commissioned rank if the few privileges obtained are not forthcoming; surely they act as an incentive to the lower ranks. The argument about officers paying well for their superior living is a fallacy, and what can they buy outside, except an occasional few chickens, rabbits, or jam, etc., oS the ration? I do not agree with his views about discipline, for this is the easiest thing in the world; just do as you are told by your superiors in the Sendee. By so doing you are doing your duty, and it should be the basic training of every airman, be he technical or administrative. I remember my young days in the Royal Flying Corps, when we had our square-bashing, etc., and were taught to dress and carry ourselves correctly, and to be inspected at the guardroom before being allowed out. If you were not groomed and smartly dressed, you were promptly marched back to your billet and stayed there. That mai'e us
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