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Aviation History
1952
1952 - 0516.PDF
23° FLIGHT, 29 February 195a FROM ALL QUARTERS Western Europe's Airfields A HIGH-PRIORITY programme of airfield construction in the SHAPE area was agreed upon at last week's NATO military committee meeting in Lisbon, following the presentation of General Eisenhower's critical report by his Chief of Staff, Gen. Gruenther. In forwarding the report to the NATO Council, the committee recommended that a decision should be reached on the sharing of costs. Countries where airfields were to be located should be re quested immediately after the Lisbon meeting to acquire the land to take advantage of good building weather now approaching. Gen. Gruenther had presented the airfield construction plan to the committee during the previous week, but had been requested to take it back to SHAPE and have it cut drastically. The revised version—still to cost "several hundred million dollars"—Gen. Eisenhower considered to be the absolute minimum to ensure the effective defence of Western Europe. "Austerity" and "utility without trimmings" would, said Gen. Gruenther, characterize the new airfields. News of the airfields decision preceded the announcement, made at the week-end, that the Lisbon Conference had agreed on a target figure of 4,000 operational aircraft for Western Europe by the end of this year. The First Princess RECENT visitors to the mouth of the River Medina, in the Isle of Wight, will know that the first Saunders-Roe Princess flying-boat is in launching position with both outer sections of the wing—each 53ft in span—fitted and with the floats retracted at the wing-tips. Awnings have been erected over the engine bays so that work may continue in weather fair or foul; beneath them steam heating and strip lighting afford physical comfort and illumination. Inside the Princess, instruments, equipment and a great mass of multi-coloured wiring are being installed, and here the air is warmed by a number of domestic radiators on both decks. Securely picketed to the apron, the big flying-boat defied the gales which earlier this year broke up the sea front at Ryde and de molished the pier at Seaview. Jet-patent Petition IN the Chancery Division last week, A. Cdre. Sir Frank Whittle gave evidence on a petition by himself and by Power Jets (Research and Development), Ltd., for the extension of a 1936 patent due to expire on March 3rd. The patent concerns the by pass type of gas turbine. Counsel for the petitioners said that owing to the war and to the long time it took to develop jet engines the invention had never been exploited commercially. In his own evidence, A. Cdre. Whittle briefly outlined the history of his invention of the jet engine, from the time when he first conceived the idea in 1929 until the Government acquired an interest in Power Jets, Ltd., in 1944. The invention which was the subject of the present suit was a much more flexible engine than the straight turbojet. The fuel consumption in proportion to power was very much better. Sir Frank added : "The invention described in this patent is the most important form of aircraft gas turbine that I know of." It was the best form of engine for any fast, long-range aircraft and combined with afterburning, it might be the best form of engine for supersonic flight. On the second day of the hearing, Mr. Justice Lloyd-Jacob gave permission for certain evidence to be heard in camera. Earlier on this day, Counsel for the Board of Trade asked "if the climate after the war" would have permitted the exploration of new fields. Sir Frank replied that this would have been true if Power Jets, Ltd., had been allowed to direct their own policy. When the Government-owned company was formed in 1944 Sir Stafford Cripps gave a directive laying down its functions, ostensibly permitting the making of new engine projects. He also appointed a technical advisory committee, on which were repre sented prominent members of the aircraft industry. The committee argued, continued Sir Frank, that if the Govern ment company was allowed to make new designs it would break an undertaking in the House of Lords not to compete with industry. Owing to pressure from the aircraft industry and dis agreement about the company's new terms of reference, the decision was taken to convert the plant into the National Gas- Turbine Establishment. Mr. Justice Lloyd-Jacob: "How did it come about that with the great advantages that this invention had, no one from 1946 onwards did the least thing about it?" Sir Frank; "I wish I could answer that. I have continuously urged both in writing and verbally that this type of engine should be got on with but nothing has been done." On February 26th, Mr. Justice Lloyd-Jacob granted the petition extending for ten years the life of the letters patent. Bristols to Service Sabres THE following statement was issued last week by the Bristol Aeroplane Co., Ltd.: "Further evidence of the increasing extent of the Bristol Aeroplane Company's interests in Canadian business is provided by the announcement that the Company is, by arrangement with Canadair, Ltd., of Montreal, also under taking responsibility for the repair and overhaul of Royal Canadian Air Force Sabre F-86 fighters based in the United Kingdom. It will be remembered that the Company recently announced the formation of a Canadian subsidiary, and that the R.C.A.F. has during the past few months taken delivery of a number of Bristol Freighters." This announcement follows the news, which we recorded last week, that Airwork, Ltd., have been appointed sub-contractors for the overhaul, repair and maintenance of R.C.A.F. Sabres in Britain. Centaurus Freighter to be Built WE record with pleasure that at long last Blackburn and General Aircraft, Ltd., are able to announce that an order has been received from the Ministry of Supply for the completion of the Mark 2 Universal Freighter, work on which was suspended some time ago as a result of a change in Service requirements. The Mk 2 medium-range heavy transport will be basically similar to the original prototype, which is now engaged on the final phases of its flight testing prior to trials involving the parachuting of vehicles and other heavy loads. Some details and estimated performance figures for the Mk 2 were given in Flight of August 24th last, but since that time certain other changes have been incorporated in the design. The most important differences between the Mks 1 and 2 are that four Bristol Centaurus engines (probably 2,940 h.p. 171s, similar to the civil 66is but with single-stage superchargers) will be fitted in place of the Hercules in the present machine, and an improved rear fuselage substituted to facilitate the handling of bulky cargo. The Mk2 will have a tubular tail boom above the freight compartment, clamshell-type loading doors and quickly removable ramps. The new tail boom is slightly upswept, with the result that the tail surfaces are a little higher than on the prototype. There is a small weight and drag reduction. The small doors, originally positioned in the fuselage side, are now placed in the clamshell doors. Rear fuselage skinning is to be thinner. Another small but important alteration is the provision of an extra 4ft in the length of the main floor, resulting from a slight redesign at the front end. Among details of interior arrangements which will differ in the Mk2 may be mentioned the provision of a small passenger compartment on the flight deck behind the crew cabin. If a crew of only three is carried—and this is foreseen for a number of duties— this might be regarded as a V.I.P. or first-class compartment for five passengers. On the Mk 2, the crew will be provided with powered nosewheel steering, probably operated by a central tiller. With the aid of some 3,500 additional horsepower the payload of the Mk 2 can be raised to 20 short tons with an a.u.w. of 127,000 lb, while retaining the unique take-off and landing characteristics. The maximum cruising speed will also be in creased to 225 m.p.h. for civil or military operation, and the low operating costs will be particularly appreciated. To quote a representative example, the direct operating cost for the 1,000-mile stage, carrying 15I short tons at a speed of 170 m.p.h. average, is The Centaurus-powered Blackburn and General Aircraft Mk II Universal Freighter—seen here in the form of a convincing model.
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