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Aviation History
1953
1953 - 0167.PDF
6 February 1953 165 within acceptable tolerances. This, of course, raises the question- was the Saint Kevin abeam of Nevin when it reported Nevin and, if so, could it have reached the point of impact at 1915 hr? (See illustration.) Assuming that the aircraft went out of control immediately after its last R/T. call to Dublin and turned down wind from a position 6 to 8 n.m. abeam and northward of Nevin, it could have reached its point of impact in the three minutes between its final call and time of impact. Curiously enough, the speed necessary for this manoeuvre is the speed at which structural failure would be likely to occur, in rough air with gusts of approximate velocity of 25 ft/sec. This remarkable coincidence appears to have been over looked by the court of inquiry, possibly on account of the court's preoccupation in attempting to explain the cause of the accident in terms of meteorological theory; but at least the court did not express its opinions with the same certainty of expression as does Mr. Yates. Before leaving this matter, one feels obliged to repudiate the suggestion that the Saint Kevin commenced a descent from 6,500 to 4,500ft before receiving clearance. Again I quote Mr. Yates: "The last message [from the aircraft] indicated that the captain began to let down from 6,500ft in the belief that he was over the Irish Sea." The last message from the Saint Kevin finished with the words: "request descent clearance please"; and the suggestion that descent was begun immediately rests, I suggest, on the very flimsiest sort of evidence. Another captain at a later time stated in evidence that, due to icing, he commenced a descent in the interests of safety while awaiting descent clearance; the necessary clearance was received before the captain in question had time to report his action to A.T.C. In Capt. Keohane's case his last message was received about three minutes before the crash, and in it he reported his altitude as 6,500ft. Although Dublin control replied immediately, no further message was received from the Saint Kevin, which indicates to an airline pilot that the disaster was sudden and overtook the aircraft at 6,500ft. To argue other wise is unrealistic; it is also unfair, but possibly Mr. Yates may have been led into dogmatic assertion by his preoccupation with the demonstration of meteorological phenomena and assisted by various suggestions thrown forward in the official report which he did not consider warranted close scrutiny. Finally, attention may be drawn to Fig. 7 in Mr. Yate's article. This diagram is an attempt to show the path of the aircraft and the supposed conditions leading to the accident. The diagram can only cover a time interval of three minutes, but the alleged descent from 6,500 to 4,500ft might take four minutes and is more likely to take six or seven minutes in conformity with airline practice. Surely Mr. Yates is being unrealistic in supposing a controlled descent of 2,000ft, followed by a forced descent of 1,800ft, followed finally by a near-vertical dive of 1,500ft, all taking place within three minutes ? In conclusion, I would like to point out that I have no particular theory as to how the accident came about; but as a pilot I find it easier and more logical to accept all the R/T. reports received from the Saint Kevin than to doubt them—even if they conflict with meteorological theory. NEW-STYLE R.Ae.S. JOURNAL ' I 'HE readership of professional societies' journals is fairly well A assured, and constant, and their editors do not have to concern themselves unduly with presenting an attractive-looking publica tion. Such a publication depends upon its learned contents—and, of course, there is always tradition to oppose any change. All the more credit must go to the Royal Aeronautical Society, therefore, for the refreshing improvement in style and appearance of its monthly Journal, as shown in the January, 1953 issue. The first obvious change is the larger size of page and the new, well-proportioned cover design. Inside, there is a more spacious layout, and an improved-quality paper adds emphasis to the pleasing type-faces used. In a foreword to the issue, Mr. Peter G. Masefield, M.A., F.R.Ae.S., vice-president of the Society (and one-time aviation journalist), describes the objects of the changes. Phrases such as "reduce costs because of the smaller ratio of margins to page size" . . . "saving in cost because of the avoidance of the necessity to insert special art paper sections" . . . cutting down the costs of advertisements through the use of a standard size of blocks," while reminding one of Mr. Masefield's airline- economist background, detract in no way from the pleasant thought that the new journal looks good, too. A new editorial feature is the printing of short reports and abstracts under the heading "Technical Notes", and in the correspondence columns appears a letter from Captain J. Laurence Pritchard, former secretary of the Society, on the 56-year history of the Journal. Attention is appropriately called to the number of distinguished pioneers in aviation whose contributions have appeared in past issues, including Langley, Chanute, the Wright brothers, Lilienthal, Santos Dumont, Lanchester and many others. It is certain that the publication of this first issue of the Journal's 57th year is a notable and progressive step for the R.Ae.S., and one which will cause much envy among other learned societies, both in this country and across the Atlantic. The editor, Mrs. Joan Bradbrooke, deserves sincere congratulations. TALKING ABOUT TURBINES : G.T.C.C. MEETS FOR THE 45th TIME .*&*•*••-.• -g^ • lam? ,-L, - sBPft :"imm SET <L * '* Three or four times a year the Gas Turbine Collaboration Committee—representing firms. Government departments, research establishments and other bodies—meet for mutual friendly discussion of their problems. This group of members was photographed at the 45th meeting, held on January 22nd-23rd, when the de Havilland Engine Co., Ltd., acted as hosts; the party also visited the factories at Edgware and Hatfield. (/) T. A. Horr,,. losebh Luce. Ltd.. (2) A. R. Thames. Armstrong Siddehy. (3) f. H. Owner, D. H. Engine Co., (4) Dr. D. M. Smith.JAtt. Pickery, (5) J. LP. Brodie, D.H. Engine Co.. <*)' (II) M.t Moulti D.H. Engine Co.. (26) ... (31) Dr. S. G. Hooker, Bristol Aeroplane Company.
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