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Aviation History
1951
1951 - 0711.PDF
and AIRCRAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2204. Vol. LIX. FRIDAY, 20 APRIL 1951 EDITORIAL DIRECTOR G. GEOFFREY SMITH. M.B..I. EDITOR MAURICE A. SMITH, D.F.C. ASSISTANT ED/TOR H. F. KING, M.B.E. TECHNICAL EDITOR C. B. BAILEY-WATSON, B.A. ART ED/TOR JOHN YOXALL Editorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, LONDON, S.E.I. Telegrams. Flightprts, Sedist. London. TeJephone. Waterloo 3333 (60 fines). 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 7(91 (7 line*). MANCHESTER, 3 260, Deansgate. Telegrams, Iliffe, Manchester. Telephone. Blackfriars 4412 (3 Una). Deansgate 359S (2 lines). 1/ GLASGOW, C.2 26b, Renfield Street. Telegrams, Iliffe, Glasgow. Telephone, Central 4857. SUBSCRIPTION RATES Home and Overseas: Twelve months £3 3s. Od. U.S.A. and Canada. $10.00 BY AIR; To Canada and U.S.A.. six months, $16. HM THIS 'ISSUE: Sturgeon in the Air • - Six Important Messages - Naval Aviation Today - H.M. Aircraft Carriers - British Naval Flying - - British Naval Aircraft - Commonwealth Naval Aviation Plying Careers in theNavy 442 450 451 457 467 474 482 485 Sea Changes THE enthusiastic response to an issue of Flight devoted almost wholly to the RoyalAir Force (published on July 6th last, but already long out of print) was abundantencouragement to follow up with a similar review of Naval Aviation. This is now presented. During its compilation a number of facts emerged. The first was that the silence of the Senior Service is no longer so sepulchral as of yore : once our requirements for producing the issue had been stated, results (in the form of official guidance and special facilities) were immediate and unstinted. Visits to operational and training units confirmed that the Service is in stout heart. The greatest pride is taken in the achievements of H.M.S. Theseus off Korea, and there is pleasurable anticipation at the imminent arrival in service of Vickers-Supermarine Attackers, Westland Wyveras and—somewhat later—Hawker Sea Hawks, de Havilland Venoms and Fairey 17s. Each on his own theme, senior officers have set down their observations and ideas expressly for this issue (see page 450). These demand the attention of all who follow the fortunes of "the Navy that flies". We are especially happy to print the message from Captain Bolt, of H.M.S. Theseus, and take this opportunity of recording our appreciation that, with his ship more or less constantly in action, he should have found time to make this inspiring signal. In applauding the technical achievements of the aircraft industry he has chosen the happiest possible theme, for the Naval/air re-equipment programme will demand the utmost from all manufacturers concerned, if the lofty standards set by the Sea Furies and Fireflies in Korea are not to be lowered. Though slow to introduce gas turbines into regular service, the Royal Navy is now firmly committed to a very extensive turboprop and turbojet programme. That operating problems will arise—and be duly surmounted—there is no doubt, and, heavy fuel consumption notwithstanding, the selected turbine units promise to bring real benefits in their train, not the least being that of eliminating high-octane fuel from the necessarily vulnerable aircraft carrier. But the most highly developed airframes and power plants will be near-impotent if the radar for search and the weapons for attack are not of commensurate quality. That the whole field of anti-submarine warfare has been the post-war preoccupation of some of our most capable brains is good reason for consolation on this score. To a large extent the problem is, in any case, one of applying techniques, and the adoption of the Percival Prince "flying classroom", which affords the means of rapid and thorough instruction in the use of sonobuoys and other devices, is further reassurance. As for the basic training of aircrews, there is general satisfaction at the friendly and rewarding co-operation now apparent between the Navy and the R.A.F. in this all- important aspect of rearmament. The body of this present issue is almost wholly devoted to the men of Naval Aviation and the aircraft they operate and maintain, but some reference seems appropriate to guided missiles and their influence on the development of Naval flying. The Fairey Stooge of 1945 exemplified the ship-to-air defensive missile, but the time may be approaching when long-range guided weapons will supplement the heavy naval gun and even, in some degree, the traditional naval strike aircraft. Meantime, new air-to-air and air-to-ship weapons will augment the hitting power of conventional' types of carrier-borne aircraft. Altogether, the decade upon which Naval Aviation has just embarked will be of the greatest technical interest. Catapults, and perhaps the "more unorthodox" methods of take-off mentioned by the Fifth Sea Lord last November, may become the order of the day, in conjunction with undercarriageless landing. For all-weather anti-submarine operations the large helicopter, capable of operating from a merchantman, will almost certainly enter the picture. Whatever the future brings, Naval Aviation will comport itself Trafalgar-style— Taranto-fashibn. To its past achievements and present endeavours this issue pays tribute,
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