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Aviation History
1952
1952 - 0145.PDF
FLIGHT, 18 January 1952 61 THE CONTRACTORS' DINNER T HERE are not many occasions during the year when the eminents of the British aircraft industry are to be found gathered under one roof. The S.B.A.C. show provides one such occasion; another is the annual dinner with the Aircraft Contractors given by the Aeroplane and Armament Experimental Establishment, Boscombe Down. This is a rightly famous affair, where dignity and lightheadedness go hand in hand. Unavoidably postponed from December 7th, the dinner took place last Friday, January 1 ith, and had Hebe descended to grace the officers' mess at Boscombe that evening she would have been kept exceedingly busy; it was a memorable event. In proposing the toast of the guests, the Air Commodore Commanding, A. Cdre. A. W. B. McDonald, C.B., A.F.C., observed that there were present that evening many people who had attended the dinners at Martlesham Heath a quarter of a century ago. He then went on to say that the Establishment had produced a greater number of reports during the past year than in any other peacetime year. As may be imagined, this was greeted with a thunderous outburst of derisory acclaim. Con tinuing, A. Cdre. McDonald said that the increased activity of the Establishment was a function of the increasing complexity of the work, and the increasing number of types resulting from the rearmament programme. The A. and A.E.E. was very proud of its independence (they could even claim independence from their own H.Q.); and although the contrary might sometimes appear to be the case, finding fault was not their main job; they took no satisfaction in it; in fact, they tried to be, constructive. Individual firms were using Boscombe for their own tests to an increasing degree, and in this was included the Establishment's unit at Khartoum. A number of prototypes had made their first flights at Boscombe, where the runway facilities were now the best in the country; unfortunately, however, hangar and office space was not comparable in the same terms. The reply to the toast was made by Sir Frederick Handley Page, who observed that just as many people had boasted that they were to dine with the Borgias, few people could have said they had dined with the Borgias—and the same thing could be said the following morning by those who had attended the Con tractors' Dinner. Sir Frederick could remember the good old days at Martlesham Heath (he, too, had had beer poured down his trousers); and as more in keeping with the old spirit he sug gested that some form of competition following these annual dinners should be inaugurated to symbolize the co-operative rivalry between the industry and Boscombe. Sir Frederick said that he would be pleased to present a trophy for a series of "proper" games to be conducted following the dinner, and in this connection suggested that a well-known frolic involving the employment of a potato might be tried for a start. More seriously, Sir Frederick felt that there was a warmth of welcome at these dinners which was not experienced anywhere else, but in conclusion he suggested that they ought to "forget all about those reports." In proposing the toast to the aircraft industry, Air Marshal Sir John N. Boothman, K.B.E., C.B.E., D.F.C., A.F.C., spoke of matters which cannot well be reported in these pages. As always, his speech was humorously pointed, and was deservedly well received. Sir John did, however, observe that the industry had no financial recognition for valour : it had done the most amazing things, and had given us the finest aircraft in the world. Replying to the toast, the President of the S.B.A.C., Mr. W. T. Gill, said that he was speaking on behalf of a "co-op"—the engine manufacturers. Today, we had to concentrate our technical man power where it could best be used. The best things had come out of the industry under the chill wind of adversity; it was a pity, but none the less true. Referring back to the matter of the Establishment's reports, he said that they might be unpalatable but, even so, the industry would swallow them and would put them to use in producing better aeroplanes and good weapons. B.O.A.C.'s FIRST COMET T HE first production Comet for B.O.A.C. was expected to be delivered to London Airport this week. It is, in fact, No. 5 Comet and No. 3 of B.O.A.C.'s allocation. Fully furnished and ready for operation, it will undergo brief acceptance trials and then await the paper work necessary for the issue of its C. of A. During a recent inspection of the Comet production line Flight was agreeably surprised to see what good progress is being made. No. 18 fuselage is already in an advanced state. Not far away, incidentally, Nos. 3 and 4 Herons were also coming along well. After completion of the first twelve aircraft, Series iA Comets will start to come off the line. These will have additional tankage up to a total of 7,000 gal. Ghosts equipped for water injection will also be coming through in a few months' time. There are, at present, firm orders for 38 Comets and options are held for a number more. Looking to the future, it seems probable that the development limits of the Comet airframe will be in the region of 520 m.p.h. for cruising speed and 120,000 lb for a.u.w. The Series I will look after stage-lengths of 1,500-1,750 miles, and the Series II those of 2,250 to 2,500 miles. It has been decided that Series II Comets will be capable of handling the 2,395-mile stage between San Francisco and Hono lulu. Fortunately the weather, particularly into Honolulu, is very reliable, and thus reserves are not so critical as on most world-route stages. CANBERRA in SERVICE (Continued from page 59) For protection from glare at extreme heights Canberra pilots at Binbrook are testing a new type of vizor, which is found to be more convenient than tinted spectacles as it can be adjusted so that the eyes can be shaded from glare above while at the same time the pilot is not hampered in reading his instruments. All Canberra aircrew wear pressure waistcoats, which are coupled to the aircraft's oxygen supply so that, in the event of a failure in cabin pressurizing, the waistcoat can exert a steady pressure round the lungs to counterbalance the sub-normal external pressure. WlC. Herbert, whose experience is unusually long and varied, has nothing but praise for the maintenance and servicing qualities of the Canberra and its power plant: in his own words, he has never found a better aircraft. He told us that No. 101 is one of the first R.A.F. squadrons selected for intensive flying trials of an entirely new character and it is understood that similar trials will be made with all future types introduced into R.A.F. service. The Canberras of 101 Sqn. are being flown at two or three times the normal peace-time intensity in order to gain as rapidly as possible a reliable indication of operational potentialities, and bearing in mind this intensive flying and the fact that the Canberras are being used for conversion and training, the Wing Commander's remarks are particularly significant. The Conversion Unit at Binbrook. Its aircraft comprises one Canberra, two Meteor 7s and two Meteor 4s,
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