FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1950
1950 - 2240.PDF
and AIRCRAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2188. Vol. LVIII. THURSDAY, 28 DECEMBER, 1950 EDITORIAL DIRECTOR G. GEOFFREY SMITH, M.B.E. ED/TOR 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.I. Telegrams : Flightpres. Sedist. London. Telephone : Waterloo 3333 (60 lin«). Branch Offices : COVENTRY 8-10, Corporation Street. Telegrams : Autocar, Coventry. Telephone : Coventry 5210. BIRMINGHAM, 2. King Edward House, New Street. Telegrams : Autopress, Birmmfhom. Telephone : Midland 7191 (7 lines). MANCHESTER, 3. 260, Deansjate. Telegrams : Iliffe, Manchester. Telephone : Btackfrian 4412 (3 lines). Deoiwgote 3S95 (2 lines). GLASGOW. C.2. 26b, Renfield Street. Telegrams : Iliffe, Glasgow. Telephone : Central 4857. SUBSCRIPTION RATES Home and Overseas ; Twelve months £3 Is. Od. Six months, £1 10s. 6d. U.S.A. and Canada, SI0.00. 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 issue: Britain's Airline Outlook 612 No. 6 Squadron, R.A.F. - 617 Geometrical Progression 624 It Depends What You Mean Italian Test-house Clear-air Gusts - - 625 - 626 - 630 Human ProblemD ESPITE all our efforts this country has become a world-centre of shortages. In a steady cycle they come round, until every sort has been felt: food, petrol, tobacco, whisky, electricity, water—and now, once more, coal and raw materials. For most of us, money is also " in short supply " and tempers are occasionally added to the list. But one impending shortage which can, and must, be avoided in the New Year, even as we plumb and scrape bottoms of pockets, barrels and stockpiles, is that of pilots. In the past few years the emergency value of private and commercial pilots has been admitted often enough. The emergency itself is now upon us, and all civil flying and training resources should, and must, be mobilized without further delay. Admittedly a start has been made: there is now an Auxiliary transport squadron; each year a handful of A.T.C. cadets is able to take lessons in flying; and University squadron and V.R. activities have been extended. Yet this is just a beginning. Miraculously, a very fair nucleus of a large potential civil flying movement has managed to keep alive in the clubs and small operating companies; the ability, experience and enthusiasm are still there, and now is the time to use it to the country's advantage There should be flying scholarships for at least four times as many A.T.C. cadets, and proficient past-members of the A.T.C. should be accepted as direct entrants in the V.R. aircrew categories without previous pilot training. A bonus should be paid for all Private Pilots' Licences gained in the clubs by men fit and willing to offer their services in the event of their being called upon. Every holder of a Commercial Licence should be given the opportunity of up to a month's paid experience and training each year in our depleted R.A.F. Transport Command. Possibilities of several other such schemes come to mind and some at least should be put into practice at once. Though our production of aircraft can be stepped-up considerably, and hundreds more may be acquired from America, aircrew are less easily come by: and inevitably, it takes time to train them to the required pitch of efficiency. The Mig Fighter IN the wars of 1914 and 1939 there were periodic " menaces," " scares" anduscourges" which, though uncomfortable or even alarming at the time, provedsalutary in their influence on the Allied technical effort. We have in mind the "Fokker scourge" of 1915; the disagreeable surprises sprung by the Fwl90 on its introduction in 1942; the menace of the Japanese "Zero" fighter in the Pacific; and the superior qualities of speed and fire power demonstrated by the Me262. Now, in Korea, we see a new Soviet fighter—the Mig-15—quite outstripping the latest U.S. naval machines in speed and—perhaps even more serious—turning in a shorter radius. An American naval officer, lately returned from a month's observation in Korea, asserts that the situation vis-a-vis the Grumman Panther and the Soviet fighter is "similar to that early in the last war between the American fighters and Japanese planes." Notwithstanding this observer's reassurance that the U.S. Navy are beating the Migs with "more rugged planes and better tactics and teamwork," the situation is. to say the least, disquieting. The Panther, of course, being a carrier-borne type, is somewhat handicapped on the score of weight; but, on the other hand, its wing loading, by current standards, is believed to be moderate, and manoeuvrability at combat weight good. In speed and climb the original Allison-powered type is thought to have proved somewhat dis- appointing; even so, it is probably comparable with the Attacker (yet to come into service with the Royal Navy), while the latest production version, with the Tay turbojet, should be little inferior to the still-distant Sea Hawk. While there is no immediate cause for alarm, there is good reason for concern: the Western Allies are fortunate in having made the acquaintance of the new Soviet fighter gradually and on so modest a scale. The news that 670-m.p.h. Sabres have lately fought two successful actions against the Migs is indeed welcome.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
