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Aviation History
1952
1952 - 2142.PDF
144 FLIGHT FROM ALL QUARTERS A Churchillian Axe? "MEW measures to effect drastic economies in Royal Air Force ^ manpower were foreshadowed by the Prime Minister in his speech to the Commons during the economic debate last week. His reference to such measures began with the comment that it would be necessary for all three fighting services to divide their objectives between the maintenance of existing forces and new and important equipment. Dealing with the Air Force, he said that the pressure on new types was evident. The worst thing that had happened about aero planes since rearmament began was the failure to take steps to accelerate the arrival of the newest and finest types. Mr. Churchill then said it would be necessary to reduce the maintenance charge in the existing Air Force by ceaseless econo mies in overheads. The best measure in this respect was the num ber of men required to keep a fighting aeroplane and its crew in the air. The war-time figure was 112; today it was 113. With the current expansion programme, it was planned to reduce it to 95. He conceded that the new types coming into service would require many refinements in the field of maintenance and care. But, he said, the rule must be that every man on the strength of the Air Force must be judged by his contribution to our flying fighting strength. It might well be that the number of air per sonnel could be reduced without detriment by a system of what he had called in the past "immediate reserves." (Mr. Churchill here appeared to be drawing an analogy with the Royal Fleet Reserve). The Transatlantic Helicopters THE first helicopter transatlantic flight was successfully con cluded at Prestwick Airport, Scotland, last Thursday, July 31st, when two U.S.A.F. Sikorsky H-19S (S.55S, 600 h.p. Pratt and Whitney R-1340 engines) touched down there after flying over 4,000 miles from Westover, Massachusetts, in 42 hr 45 min air time. That the overall time amounted to 16 days was due to the weather—and it is said that all but two of a series of delays through this cause arose from the fact that the escorting fixed-wing air craft, and not the helicopters, were held up. Three of the four crew-members were Korean war veterans who had between them flown 290 rescue sorties (the Atlantic crossing, incidentally, formed the major part of a delivery-flight of the two S.55S to "D" Flight of the 9th Air Rescue Unit at Wies baden). One aircraft was flown by Capt, Vincent H. McGovern, with Capt. Harry C. Jeffers as co-pilot; the other by 1st Lt. Harold W. Moore, with Capt. George D. Hambrick as his co-pilot. Summarized briefly, the story of the flight was as follows July 15th: Westover to Presque Isle, Maine, 380 miles; weather delay. July 17th: Presque Isle to Goose Bay, Labrador, 570 miles. July iSth-igth: Bad weather over Greenland precluded escorts from starting on a 570-mile crossing with a difficult landing. July 20th-26th: Three attempts: (1) helicopters met head-winds half way and returned; (2) another Greenland "clamp"; (3) bad visibility and rainstorms after 80 minutes' flying—return ordered. July 7.1th: Crossing made, but escorts diverted by bad weather and helicopters forced to land on tiny island 42 miles short of their destination, Bluie West 1. July 28th: On to B.W. 1; further weather delays. July 31st: Take-off at 0600 hr B.S.T. for Prest wick, 920 miles, via the Hebrides; touch-down at 1610 hr L.T. At Prestwick, the crews were met and congratulated by Gen. Griswold, commanding the 3rd Air Force in Great Britain; Mr. L. D. Lyman, president of United Aircraft (whose helicopter division operates the Sikorsky factory) and his colleague Mr. Muir; Mr. Martin Graham of Pratt and Whitney; Mr. J. Fearn and Mr. A. H. Williams, respectively director and commercial manager of Westland Aircraft, the Sikorsky licencees in this country; and Mr. Colin Cooper, Helicopter Association. A detailed story of the crossing will appear in Flight next week. Outstanding Ypenburg Display SOME 50,000 Dutchmen gave the transatlantic helicopters a wonderful ovation when tney arrived at Ypenburg, the Hague, on August 2nd at the opening instant of ILSY IV—the fourth in the annual series of international air displays organized by the Royal Dutch Flying Club. Interest was sustained throughout the 3i-hr programme by nearly 40 varied and spectacular events. Aerobatic demonstrations were given by—among others—Prince Cantacuzene, Gerben Sonderman, Louis Nott^ghem, Ranald Porteous, and George Thornton; these pilots were flying, respectively, the Biicker Jungmeister, Fokker S-14 and S-11, Stampe SV-4, Auster Aiglet and D.H. Chipmunk. Mass flights were made over the field by American, Canadian, Dutch and Belgian formations with B-50S, Invaders, Thunderjets, Meteors and Sabres (the highlight of the second day's programme was undoubtedly the supersonic "bang-bang" produced by an R.C.A.F. Sabre diving on the airfield). Among the jet aerobatics were superb performances by six Vampires from B.A.F.O. and the four F-84S of the renowned U.S.A.F. Skyblazers team (who were making their 257th and 258th demonstrations). A full report will be published next week. Venice Exhibition THE Royal Aero Club of Italy, in conjunction with the Aero Club of Venice, recently organized the second Venice international display of touring and training aircraft. A good selection of light aircraft were to be seen and a few were demonstrated in the air. Of particular interest was the Caproni F.5 Trento two-seat jet trainer—powered with a Turbomeca Palas—and its impressive performance in the hands of the company's chief test pilot gave promise for its future as an ab initio jet trainer. Other mach ines present were the Danish KZ-VII, Beech Bonanza, Aero 45, Morane 700 (flown by Mme. Auriol), a Minicab, a Swiss-regis tered Auster Autocar, and the Piaggio 148 trainer. Aerocontacts were the only British firm represented. They are also the agents for the Piaggio trainer and for the Turbomeca Palas turbojet. The firm is rebuilding Tiger Moths (with new engines), and one of these was taken to Venice by Mr. B. J. Snook, assistant aircraft sales manager. Mr. H. F. Hughes, D.F.C., Aerocontacts' managing director, was also present at the exhibition. Coincident with the Venice affair was the international rally and tour of Italy—all part of the Italian Air Week. Some 25 entrants competed in navigation, endurance, landing, and speed tests, the finale being a ten-lap race which was won by a Belgian-registered Piper Pacer. Fourth place was taken by W/C. C. M. M. Crece (not Grace, as stated in last week's table of Daily Express Race entries), flying a Nighthawk. Bristol's Australian Associates "COLLOWING the association of Aeronautical Supply Co. Pty. •*• Ltd., with the Bristol Aeroplane Co., Ltd., the under mentioned (reports an Australian source) have been appointed to the former company's board: Mr. W. R. Verdon Smith, Bristol joint managing director; Mr. G. H. Tucker, general manager of Bristol Aeroplane Co. of Australia, Ltd.; Mr. G. A. Davis, assist ant managing director of Overseas Corporation, Ltd.; and Mr. Clive Wallace Smith, a director of Overseas Corporation. Mr. W. F. Mullen, former general manager of Aeronautical Supply, is an associate director, and Mr. J. W. Nolan business manager. ACHIEVEMENT: The two Sikorsky H-19s (see "Transatlantic Helicopters," above) approach Prestwick at the end of their historic fight. Right: Gen. Griswold, commanding 3rd U.S.A.F., congratulates the crews (left to light): Capt. McGovern, 1st Lt. Moore, Capt. Jeffers and Capt. Hambrick. ^
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