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Aviation History
1950
1950 - 0145.PDF
and AIRCRAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2144 Vol. LVII. THURSDAY, 26 JANUARY 1950 ' EDITORIAL DIRECTOR G. GEOFFREY SMITH, M.B.E. EDITOR MAURICE A. SMITH, D.F.C. ASSISTANT EDITOR H. F. KING, M.B.E. TECHNICAL EDITOR C. B. BAILEY-WATSON, B.A. ART EDITOR JOHN YOXALL Editorial, Advertising and Publishing Offices : DORSET HOUSE, STAMFORD STREET, LONDON, S.E.L Telegrams : Flightpres, SeoVsl, london. Telephone : Waterloo 3^13 (60 lines). Branch Offices : ~-<:- " COVENTRY 8-10, Corporation Street. Telegrams ; Autocar, Coventry. Telephone : Coventry 5210. BIRMINGHAM, 2. .:•;•-. King Edward House, New Street. '^Tthgroms : Autopress, Birmingham, Telephone: Midland 7191 (7 lines). MANCHESTER, 3. 260. Deansgate. Telegrams : IHffe, Manchester. Telephone : Blackfriars 4412 (3 lines). Deansgate 3595 (2 lines) GLASGOW, C.2. 26b, Renfield Street. Telegrams : Iliffe, Glasgow. Telephone : Central 4857. SUBSCRIPTION RATES Home and Overseas : Twelvemonth) ii Is 0<J Six monthi, £1 IIH. hi USA. and Canada, SI0.00. BY AIR : To any country in Europe (except Poland). Twelve month;, £5 Is. Od. Six months, £2 10s. 6d. Canada and U.S.A. Six months, ¥16. In Ilii* issue: Beaver in the Air - - 92 Cumulo- Nimbular Com- ments - 94 Military Aircraft Supple- ment ... 97 Marketing the Marathon 135 Across Canada - - 136 fractxal Four-seater 138 In Search of SupremacyT HIS issue of Flight is mainly given over to a study of the world'- military aircraft. Design tendencies and techniques are examined on the basis of the jatest and most dependable evidence, and few service aircraft with any claim to consideration can have failed to find a place. The most cursory glance through the pages discloses the diversity of designs now current, and that same multiplicity is symptomatic of the uncertainties and perplexities with which designers and planners are now beset. Very naturally the reader will seek to draw conclusions concerning British, American and Russian aircraft, but in this he is cautioned to tread warily for, as often intimated in these columns, the meagre information available on Soviet types rarely gains currency in unalloyed state. Even in the few days since the pages constituting our supplement went to press, however, the existence of a new type of Soviet fighter, already in service and of very advanced aerodynamic design, has been confirmed, and a provisional drawing appears on p. 96. There can be little doubt that if adequate thrust is available (e.g. from a Rolls-Royce Nene), such a machine might match, or even excel, the performance of the F-86 Sabre—and before delivery each Sabre is flown at a speed in excess of 670 m.p.h. Though the diligent student of military flying will be aware that—as is made clear in this issue—achievement of very high speeds may demand the sacrifice of other fighting qualities no less desirable, it must be admitted that the Soviet Air Force and U.S.A.F. have aircraft potentially capable of operating at Mach num- bers approached in this country only by experimental types (Hawker P. 1052 and Supermarine 510), for which no production order has yet been announced. Happily, there is no necessity for alarm in respect of the quality of Britain's military aircraft—only for the speed with which the new types are introduced into service, and for the strength of Fighter and Bomber Commands. The problems of finance and manning, with which the Air Staff is grappling to such good effect, are well known, and to ponder these in an issue devoted to flying equipment would be inappropriate; but having digested the contents of our supplement, the reader may well surmise what might be possible if money and man-power were truly sufficient for National defence. He will do well to consider, moreover, that with- out adequate equipment the finest aircraft might as well remain on the ground. It is hoped that the present issue of Flight will serve not merely as a record and guide, but that it will provide material for meditation at a time when there rests upon everyone some share of the responsibility for safeguarding not only the internal \velfare*of his nation, but its very existence. At this time, too, we should remember our military obligations to others—obligations which can be met only through strength of arms. .'.. ' ' , •" •_ \~], -, „ ,_., ... .-'.• • • ." ,.7..~ . ...'• .'•'." ;;"• ':'*" , „;. • ". Canada's Contribution • '-,-..,* ; " " ::1' '" :. The section of this issue which deals with fighters makes it clear that, of all classes that most urgently required is the all-weather machine, furnished with the mosi complete and up-to-date electronic aids. It will be judged, moreover, that such aircraft present severe design problems, and it is especially gratifying, therefore, that the most promising example is the Avro Canada CF 100. On the occasion of the CF 100's first flight (in the hands of S/L. " Bill" Waterton, of the Gloster Aircraft Company, on January 19th), the Canadian Defence Minister expressed confidence that in this class of aircraft Canada has taken the lead. Certainly, at the present the Mother Country can show nothing comparable, though America, in the Northrop Scorpion and Douglas Skyknight, has types intended for similar duties, though of lower performance. To Canada, then, must go the credit for having initiated within the Common- wealth the development of a vitally important class of aircraft and one, moreover, which, though first flown with British Rolls-Royce Avon turbojets, has been planned with the ultimate installation of Canadian Orendas in mind.
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