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Aviation History
1950
1950 - 0743.PDF
First Aeronautical Weekly in the World and AIRCRAFT ENGINEER Founded 190) No. 2156 Vol. LVIt. THURSDAY. 20 APRIL 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 : - r DORSET HOUSE, STAMFORD STREET, LONDON, S.E.I. Telegrams : Fligbtpres, Sedist, London. Telephone : Waterloo 3333 (60 lines). Branch Offices : COVENTRY 8-10, Corporation Street. Telegrams : Autocar, Coventry. Telephone : Coventry 5210. BIRMINGHAM, 2. King Edward Houtt, . \ - -. New Street. . Telegrams : Autopress, Birmingham. Telephone : Midland 7191 (7 Una). MANCHESTER, 3. - •>_ V * 260, Deansgate. Telegrams : Iliffe. Manchester. Telephone : B/ockfriors 4412 (3 lines). Deansgate 3595 (2 lines). GLASGOW, C.2. 26b, Renfield Street. . ; Telegrams : Iliffe, Glasgow. "' Telephone : Central 4857. :" SUBSCRIPTION RATES Home and Overseas : Twelvemonths £3 Is. Od. Six months, £1 10s. 6d. U.S.A. and Canada, $10.00. 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 Twenty-five Watchful • Years 482 The case for the Flying- boat 488 London-Manchester 1910 491 French Jet Prototypes - 496 Near Relations - - - 497 Chronic Sonics - - - 498 Husbandry - LAST autumn Lord Tedder stated that a position had been reached where noj single democratic country, even including the United States, can or will payfor forces which by themselves will suffice to gain the time needed to prepare an adequate defence. His statement brought home forcefully what most people realized to be one of the chief underlying reasons for collective security in the Atlantic Pact and Western Union. For generations the British race felt sdfcure in the might of the Royal Navy and believed in the country's ability to defend itself unaided, but now the whole picture has been changed by the development of military aircrall and the long-range missile. The,blunt statement of the then Chief of the Air Staff came as something of a shock to many, for tradition dies hard. The singleness of purpose which made possible in war the vast united effort of the many nations who fought as allies to subdue Germany has lost something of its potency in this uneasy period of peace. But more slowly, perhaps, though no less sincerely than the smaller nations, the British people as a whole are beginning to accept the ideal of one integrated international defence force for Western Europe. Particularly appropriate is the choice, as announced last week, of an air examining squadron, to be the first completely integrated international defence unit within the structure of Western Union (see page 509). Its aim—to standardize the flying training of Western Union air forces and to improve the level of efficiency—is calcu- lated to ensure from the start a common outloqkj^o wards instruction and flying methods. It should provide a firm basis for co-operation among the aircrews of several nations who may, almost without warning, be called upon to operate as one unit. Already many of the defensive squadrons 6i Western Union and neigh- bouring friendly countries fly aircraft equipment common to all—namely, British (though sometimes Continental-built) Vampires or Meteors. The need to think and act internationally is by no means limited to the military sphere of aviation and, in fact, the organization and control of commercial flying all over the world daily becomes more of a combined responsibility for all countries, and thus sets an example for the co-operation of air forces. In Britain there is also great benefit to be derived from a more complete integration of the military and civil branches of aviation. In uniting with other nations for mutual defence, this country does not hand on some of her responsibilities; on the contrary, she undertakes new obligations, par- ticularly in regard to her air strength. Flight has viewed with alarm, and on occasions criticized constructively, the material deficiencies apparent in the Royal Air Force. Concern has also been voiced at the continued loss to other industries of skilled aircrews, ground crews and operatives in the aircraft factories. We have sought signs that an effort is being made to husband every resource still available, and happily there are indications, small but heartening, that something is at last being done, or at least that those in a position to act are now anxious to do so In February came the good news that flying training would be given at approved civil flying clubs to selected A.T.C. cadets, a sum of £30,000 for the.year having been made available. This, together with current R.A.F.V.R. and University Squadron contracts, will help to keep together the existing club teams—ground crews and flying-control staffs—in addition to the primary purpose of producing a reserve of pilots and crews. The chairman of a sizeable independent operating company proposed, in a recent speech, that concerns such as the one he represented be included in the country's defence plans as auxiliary transport units ready in emergency for immediate opera- tion as a mercantile air fleet. There is reason to believe that the Air Staff is thinking along the same lines regarding both the Corporations and the charter companies. Finally and here, perhaps, is the greatest bottleneck in the way of real prepared- ness the R.A.F. must do everything possible to make up for it* shortage of skilled tradesmen. One way of tackling the aircraft servicing problem would be to sub- contract more of the work to civilian firms possessing the necessary facilities.
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