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Aviation History
1950
1950 - 1741.PDF
FLIGHT, 14 September 1950 CORRESPONDENCE The Editor oj "Flight" does not hold himself responsible for the views expressed by correspondents in these columns, addresses ofihe writers, not necessarily for publication, must in all cases accompany letters. The names and Radar TechniciansB EARING in mind some of my war-time radar experiences, I have several times recently wondered if the Air Ministry have enough personnel in the field of R.D.F. servicing to contend with any emergency that may arise. It has been with interest, and a certain amount of admira- tion for the Army authorities, that I have noticed that A.A. Command have been and are advertising for civilian radar mechanics, the position carrying a reasonable salary. It is unfortunate that the pay offered by many radio manufacturers and repair organizations is poor compared with other forms of available employment, for electronic equip- ments are increasing, and men are quitting this very neiessary profession in order to obtain better pay. There must be many who remember and are still interested in R.D.F. and its complexities and, therefore, here then is a possible source of semi-trained technical man-power. T.R.E. and its research workers no doubt cover much ground, but I am primarily thinking of detection ground stations and squadrons. I trust that the regulars in this field will grow efficient and large in number, bearing in mind the speed of jets, and the force of atomic energy. J. SMALLWOOD. Birmingham. Post-War Air RacingT HE article on air racing, by Miss Winifred Brown, in Flight of August 24th, raises a number of important points. But are her answers to current problems always prac- ticable under present-day conditions ? It is suggested that races should be longer. However, very few enthusiasts could afford to maintain specialized racing aircraft even if they existed, and clubs and private owners cannot run the risk of '' flogging'' engines for such long periods, especially as many machines must earn their meagre keep by pressing on with circuits and bumps throughout the year. The question arises, also, of whether a longer course is more enjoyable for either competitors or spectators. From the latter's viewpoint, it is very pleasant to have the start and finish on one airfield, with pylon turns laid on to maintain interest. For a competitor, there is much enjoyment to be gained from being able to see one's rivals throughout most of the race, wondering whether there is a chance of catching the slower (you hope) aircraft that is just rounding the pylon in front. What is needed is the revival of those races which reappeared for a year or two after the war and then faded into a peaceful oblivion—the Manx Air Derby, the Lympne Handicap and the Southend Trophy. However, let us have a closed circuit with the start and finish on one airfield, not a crawl along the coast to finish over a stretch of water inhabited only by unappreciative fish. One final point, however. I agree with •wholeheartedly, and that is the need for better prizes and bigger bar tents ! . Windsor, Berks. DAVID F. OGILVY. Four-engined PioneeringI HOPE Mr. Peter Masefield will forgive roe if I take up one or two points in his letter (August 24th) dealing with the Hannibal and Heracles. In that letter Mr. Masefield says "... Imperial Airways inaugurated the world's first four- engined commercial air service. . . " This is an oft repeated error and I think it would be well to place on record the fact that at least three airlines had introduced four-engined equip- ment earlier than the Imperial Airways service of June nth, 1931-Sociele Generate de Transports Aeriens (the Farman Line) from February to April, 1926, took delivery of four Farman Jabiru 9-passenger monoplanes. These were registered F-AIAN, F-AIAU, F-AIBU and F-AIBT, their works numbers were 2, 3, 5 and 4 respectively and each had four Hispano- Suiza motors. On May 12th, 1926, S.G.T.A. opened its Paris- Cologne-Hamburg-Copenhagen route and I believe this type was used from the beginning. At least one four-motor Jabiru visited Copenhagen in 1925. In May, 1926, D.D.L. (Danish Air Lines) took delivery of two Farman Jabiru four-engined aircraft T-DOXB and T-DOXC. Later the same year the Danish Orlogsvaerftet built and delivered two more of these aircraft to D.D.L.— they were T-DOXD and T-DOXF. These aircraft were usedon the Copenhagen-Hamburg service and they bore the names Jylland, Fyn, Sjcelland and Kobenhavn. In 1930 in the United States Western Air Express intro-duced a fleet of 32-passenger Fokker F-32 four-engined air- craft on its Los Angeles-San Francisco route. The statement that all the Heracles and Hannibal aircraftwith the exception of Hannibal and Hengist were scrapped is not quite true. The details of these were :— G-AAGX Hannibal. Lost between Jask and Sharjah Marchist, 1940. G-AAUC Horsa. Delivered to the RAF. (May 31st). 1940.G AAUD Hanno. Damaged by a gale at Whitchurch and written -ort March 19th, 1940G-AAXC Heracles. As G-AAUD. G-AAXD Horatius. Wrecked in force landing at TivertonNovember 7th, 1939. G-AAXE Hengist. Burnt out in hangar at Karachi May 31st, 1937G-AAXF Helena. Delivered to the R.A.F. June 8th, 1940, and later dismantled at Donnibristle.I have been unable to trace the fate of G-AAUE Hadrian and would appreciate any information which readers mayhave, together with any details of the ending of the Short L.17 Scylla and Syrinx which shared the London-Paris andLondon-Brussels routes with the H.P.s. London, W.14. JOHN STROUD. Enthusiasm Not DiscouragedM AY I ask for the hospitality of your columns once again in order at least to modify, in the light of subsequent experience, my letter in your issue of August 24th ? Since that letter was 9ent to you I have had a reply from the R.Aux.A.F. squadron concerned, and have at their sugges- tion visited them at their airfield. I now feel convinced that the delay in answering my letter was due to quite good reasons, such as sending for my documents and awaiting their arrival. I left the unit feeling that, far from anything being wrong with it, it is a very fine part of a fine force. Unfortu- nately for me, however, the amount of training required (far in excess of what Air Ministry Pamphlet 33 lays down) is beyond what I am able to undertake at the present time, though I hope to be able to devote the number of hours required within the near future. A. S. BOLTON. London, N.7. Sources of SubsidyI N the article by Ann Douglas in your issue of July 27th are some points upon which I should like to express a few thoughts. The writer bemoans the fact that the British team in the International Gliding Contests did not show up well and implies that gliding being unsubsidized was one of the causes! Power private flying people have also bemoaned the same fact and your excellent paper has to a fair extent supported this view. Now, surely there's one important point missed by all these " Mona Lotts," i.e., subsidizing costs money, that money must come from the Treasury, the Treasury must collect from the taxpayer's pocket—not only does the industry have to pay- up but also thousands of fixed-wage earners via P.A.Y.E. Why should this latter section of the community have to sup- port the sport of a few, particularly when that few can get their flying in the R.Aux.A.F. and be paid for it! There is, after all, plenty of wealth in the aircraft industry—judging by the company reports—so let's see what " private enterprise can do. H. E. NORMAN. Dursley, Glos. Sept. Sept. Sept. Sept. Sept. Sept. Sept. Sept. DK. 15. 16. 16. 17. 19. 23. 23. 24. 16. FORTHCOMING EVENTS Battle of Britain Day. R.A.P. : " At Home " Day. Daily Express International Air Race, Hum Airport. Bourne- mouth. Air League (Portsmouth Branch) ; Air Display. Aero Golfing Society : Autumn Meeting (Cellon Cup) Sudbrook Park. Unveiling of Air Transport Auxiliary Plaque in St. Paul's Cathedral. Bristol and Wessex Aero Club and Airways Flying Club: Garden Parry, Whitchurch. Association of British Aero Clubs and Centres : Summer Convention, White Waltham. Institute of the Aeronautical Sciences: Fourteenth Wright Bros. Lecture, Washington, D.C.
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