FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1949
1949 - 1445.PDF
Mid AIRCRAFT HNGINIiliR First Aeronautical Weekly in the 7orJd Founded No. 2«22. Vol. LVI. THURSDAY, 25 AUGUST, 1949 EDITORIAL DIRECTOR G. GEOFFREY SMITH, M.B.E. EDITOR MAURICE A. SMITH, D.F.C. ASSISTANT EDITOR H. F. KING, M.B.E. ART EDITOR JOHN YOXALL Editorial, Advertising and Publishing Offices : DORSET HOUSE, STAMFORD STREET, LONDON. S.E.I. Telegrams : Flightpres, Sedist, London. Telephone: Waterloo 3333 (60 lines). Branch Offices : COVENTRY 8-10, Corporation Street. telegrams : Autocar, Coventry. Telephone : Coventry 5210. BIRMINGHAM, 2. King Edward House, New Street. Telegrams : Autopress, Birmingham. Telephone . Midland 7191 (7 lines). MANCHESTER, 3 260, Deansgate. Telegrams : Iliffe, Manchester. Telephone : Blackfriars 4412 (3 lines). Deansgate 3595 (2 lines). GLASGOW, C.2 26b, Renfield Street. Telegrams : Iliffe, Glasgow. Telephone : Central 48S7. SUBSCRIPTION RATES Home: Twelve months, £3 It. Od. Six months, £1 10s. 6d. Overseas : Twelve months, £2 18s. 6d. BY AIR : To any country in Europe (except Poland). Twelve months, £5 Is. Od. Six months, £2 10s. 6d. Canada and U.S.A. Six months, $ 16. In this issue: B.A.F.O. Air Show - 210 Week-end Events in the West .... 215 tng'ish Electric Canberra 216 Viscount in the Air - 221 Russia's Jet Progress - 225 National Gliding Contests 232 li Custom-built Replacements AN* order from B.E.A. for a mere 15 aircraft designed to replace Rapides forcertain specialized duties is not likely to be an attractive proposition for theBritish aircraft manufacturers or for the British taxpayer. The Corporation has submitted (some details were given recently) that only an aircraft designed especially for the purpose could be operated economically over the short Scottish routes. The ideal specification has been agreed by the several airways committees concerned with re-equipment and an order straight off the drawing-boaid would probably be given for a satisfactory design. Although such an aircraft might possibly be suitable also for operation in other parts of the world, the requirements for small- airfield performance are likely to limit its general usefulness. To some British manufacturers the announcement of the B.E.A. specification will seem like an invitation to build virtually in competition with their own private ven- tures, and the possibility of a fairly extensive modification to an existing design may seem preferable. Also, this might possibly offset to some extent the undesirability of introducing another type. The disinterested taxpayer, on the other hand, can hardly be blamed for asking if it would not be cheaper to extend a few airfields. It has been stated by the Corporation that Rapide losses could be further reduced by detailed improvements in operational methods, but that to turn a loss into a gain this special design would be required. The margin between the reduced loss and thk gain would (allowing for the high cost of a small order) probably be narrow. The placing of a ceiling price on the new project to avoid defeating the object of the replacement would be worth consideration. B.E.A. are not the only operators who seek a Rapide replacement. Has not the time arrived when the needs of the charter companies might receive greater recog- nition? Whether or not some could afford the cost of new aircraft is admittedly doubtful, but many must have replacements. Their views should be sought, for in the face of considerable discouragement they continue to operate over distances and from fields not unlike those of the Corporation's Scottish routes. These private- enterprise operators also require replacements both for their DC-3S and for their four-engined stop-gap transports. Farnborough Fever NOT least of the excitements associated with the S.B.A.C.'s annual display isthe sporting uncertainty before the events. This year the Brabazon I is thecentral theme of rumour-ridden conjecture. Will Farnborough, it is every- where asked, see this most majestic of airliners on one of its early flights, or must "Bill" Pegg wait another year to display his costly charge to our foreign guests? No one, of course, can possibly know, even at this late hour; but Bristolians who are well placed to follow progress are certainly not unhopeful. More engine runs, and the handing-over to the flight-test section, are expected this week. Burnished till <=he resembles one of Bristol's marvellous silver models, emblazoned with the Union Jack and registered G-AGPW, the Brabazon was viewed by Flight in her vast hangar a few days ago, sitting squat on her new undercarriage—which now, incidentally, has four Duniop wheels to each main oleo, but is not to be confused with the bogey eear foreseen for the Mk 2. Static tests were going ahead well, but access to the graceful giant was rigidly barred, and rightly so, for sightseeing must not be allowed to prejudice in the slightest degree the chances of showing the flag next month. The world's largest airliner, however, is not the only possible addition to the list * of Farnborough participants published on page 220 of this issue. Three other import- ant types may yet receive M.o.S. clearance to attend, though these, being so new and security-wrapped, must not be named. On the debit side is the Saro A.i jet flvine boat, which performed so astoundingly last year. But there are usually dis- appointments as well as unexpected fulfilments at what is justly advertised as the world's greatest flying display." . ^ -
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
