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Aviation History
1952
1952 - 0242.PDF
io6 FLIGHT CORRESPONDENCE The Editor of "Flight" does not hold himself responsible for the views expressed by correspondents in these columns; the names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. Business Firms' Flying Clubs TN his letter of January nth, Mr. W. B. Holroyd has hit the nail -•- squarely on the head regarding age, money, and inclination to fly. It should be pointed out that, once armed with a Private Pilot's Licence, a young man may be able to join the R.A.F.V.R. and subsequently get forty hours' flying a year for which he is paid. Unfortunately, the attitude of employers to the technician teservist is often hostile, since, in an emergency, when his services are most badly needed, he is recalled to active duty. This undoubtedly affects his prospects of advancement. Conflicting loyalties of this nature are a matter for the private conscience j but what better incentive for doing a first-class job could the young designer have than to know that he is helping to fashion an aircraft which might be his own weapon should another conflict arise ? On the other hand, what chagrin for him to leave his transonic, air-conditioned protege" at weekends and freeze in a Tiger Moth ! London, S.E.22. D. J. POWEIX. What Is A Delta ? TT would appear that the description "delta" is now accepted as * applying solely to aircraft of purely triangular plan-form, whereas Professor Lippisch, who introduced the term, used it to denote any tailless aircraft. For instance, the Mei63A, which is far removed from the Avro 707 formula, having a quite gently swept wing of conventional plan-form, was originally designated Delta IF; moreover, many of Lippisch's earlier "delta" series were more akin to the A.W.52 in concept than to the currently accepted delta formula. Luton, Beds. A. KNIGHT. The Ultra-light P ERMIT me to say that, whilst appreciating the spirit in which Mr. Wheatley's plea ("The Case for the Ultra-light," Decem ber 28th) for everyrnan's aircraft is written, and whilst agreeing with his suggestions, I cannot help wondering if he has ever heard of the aims and achievements of the Ultra Light Aircraft Association. Since its inception in 1946 the U.L.A.A. has studied the prob lems of popular flying on inexpensive and safe little aircraft which are simple to handle, and which can be operated off any meadow or grassland. It is making every effort to promote a flying move ment based on such aircraft. Types which come close to this ideal are already in existence, and may be constructed by amateurs under guidance by, and with aid from, the Association. Through the efforts of the U.L.A.A. concessions have already been obtained from the authorities and the helpful spirit we have found has made it possible to render good services in individual cases to members and affiliated clubs and groups. The Association operates its own inspection organization and design team, both approved, for the certification of aircraft. Aid is given to constructors and owners in respect to materials, accessories and components, including engines and airscrews. Training, operation and insurance problems are handled, and rallies organ ized. In short, by concerted efforts, and aided by authorities and organizations such as the Royal Aero Club and the Kemsley Flying Trust, the Association does everything possible to promote a flying movement for all those who cannot afford to operate expen sive aircraft or to pay for flying on aircraft restricted to operations from airfields only. Londonderry House, London, W.i. A. R. WEYL. Member of Executive Committee, Ultra Light Aircraft Association. ONE feels that Mr. Wheatley is being over-optimistic in his article which, I think, represents the general opinion at the end of the war; many people now take a more sober view of the subject after analysing the facts. It is unlikely that for the "man-in-the-street" the gap between the local meadow and Heathrow will ever be filled by the Chilton or any other ultra-light. This is primarily because an ultra-light is more expensive to maintain than a car and can never, in this country, provide an alternative form of transport. As far as petrol and oil alone are concerned, it may be able to compete with a car, but on an overall cost basis taken over, say, 15 years, it would be far more expensive. This is not to say that the ultra-light has not got its uses—I feel that it could play a very useful part in providing solo training hours for both civil and military pilots. As far as a specification is concerned, surely all that is required is to know that an ultra-light must carry either one or two people and 5-10 gallons of petrol. It should be cheap, simple, robust and small; easily maintained and stored and both economical and safe in operation. I agree that the position as regards obtaining engines is un attractive, but suitable engine designs (such as the Coventry Victor Neptune and the Zundapp) do exist; all that is required is the assurance of a market to make it worth while putting them into production. Finally, I would like to add that the Ultra Light Aircraft Association is doing all that is within its power to encourage the movement in this country. Bristol. R. J. MARGETTS. Associate-Agreement Pioneers S OME further points in connection with this Company, which was referred to in the article, "The Independent Air Operator" Flight, January 4th) may be of interest. To begin with, we had the honour of being the first to re-start charter operations after the war. This was with an Auster flight between Cardiff and Bristol (Filton) on January 1st, 1946, the day on which the ban on civil flying was lifted. We also had the distinction of being the first company—jointly with Western Airways, Ltd.—to be granted an Associate Agree ment. In fact, we claim, and it possibly should go on the record, that it was largely through our efforts that Associate Agreements were started. The circumstances were that B.E.A. recommenced in 1947 the Cardiff-Weston route, which in pre-war days had been very popular, but they lost financially and at the end of the summer announced they would be discontinuing it. This led to a good deal of local dissatisfaction and a strong demand that if B.E.A. would not fly this service independent operators should be allowed to do so; and the service was, as stated above, subsequently operated by Cambrian Air Services and Western Airways in 1948. Western Airways dropped out and since then it has been—and still is—flown by ourselves. W. W. STANLEY. Cardiff Airport. Director, Cambrian Air Services, Ltd. A 1910 Collision IN his article "48 Years Back" in Flight of January 4th, Geoffrey Dorman states that the first fatal air collision occurred during the Milan flying meeting of 1910. It is true that a collision occurred between a Farman biplane flown by Bertram Dixon and an Antoinette monoplane flown by Thomas, but the results were not fatal to either pilot. Capt. Dixon was seriously injured, and suffered from the effects of the accident for the remaining years of his life. It is interesting to recall that this pilot took C. G. Grey for his baptism of the air, this being on the occasion of the Lanark meeting earlier in the same year. In those days, it was said that any landing from which you walked away was a good one. The qualification held good in this instance, for Dixon and the inimitable C.G.G. walked away from a wrecked Farman Box-kite. Ryde, I.o.W. FRANCIS A. KAPPEY. [Geoffrey Dorman comments : "Dixon ... never fully recovered, and died as a result almost exactly three years later : so it is true to say that the crash killed him. I was wrong in saying that Thomas also lost his life, though I do not remember hearing of his ever flying again."—ED.] Another Hot-airship THE article by Capt. Arthur in Flight of November 2nd on the possibility of a "modern Montgolfier" aroused my personal interest and I found it interesting enough to re-write in brief for our own aviation Press. My article in Vliegwereld brought me into contact with a young Dutch technician who has a concept so different that your readers may be interested. The inventor, Mr. J. Favejee, has aimed at an airship capable of carrying 100 or more passengers over long distances (e.g., the Atlantic crossing). The airship contains an air-pocket of 400,000m3 (14,200,000 cu ft) divided into eight equal sections, the material used being a lightweight, heat-resisting fabric (perhaps an asbestos and cotton tissue would answer the purpose). The air- pockets are heated by 16 oil-burners, drawing combustion air from ram intakes in the nose of the ship. The main propulsion is provided by four 2,500 h.p. turboprops exhausting into the air- pockets and so providing additional heat; possibly this alone would be sufficient and the burners could be dispensed with. The hot air circulates around these pockets and finally leaves the ship at the rear, where it provides a measure of jet propulsion.
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