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Aviation History
1953
1953 - 0272.PDF
270 TEAMWORK : A B.O.A.C. Comet and the men—and women—engaged in its operation. (See "Keeping them Flying," below.) FROM ALL QUARTERS Keeping Them Flying THE striking photograph in the heading forms a particularly appropriate introduction to this Special Commercial Aviation Number of Flight. Since the inauguration of the world's first and (so far) only jet airline service ten months ago, B.O.A.C.'s Comets have flown over 10,000 hours and carried nearly 17,000 fare- paying passengers. Behind this achievement are the combined efforts of m?ny specialists at different levels: management, operational and ancillary. In the picture above the aircraft gives pride of place to 54 representatives of the B.O.A.C. Comet Fleet and of the other departments at London Airport, whose contribu tion—though vital for success—is often overlooked. The trio in the foreground are (centre) the Comet Fleet manager (Capt. M. J. R. Alderson), the officer i'c. training (Capt. E. E. Rodley, left) and the fleet maintenance engineer (Mr. R. A. V. Dismore, right). Behind them are a crew—captain, first officer, engineer officer, radio officer, steward and stewardess. The line-up of eight people on the left are the flying staff administra tion, fleet communications, fleet liaison and operations planning and operations officers; the fleet secretarial staff representative; fleet naviga tion officer; and representative of the flying-staff services. In the front rank of the squad on the right are the senior inspector, technical officer, fleet supplies officer, fleet planning engineer, base engineer superintendent, foreman, two chargehands, leading hand, instrument instructor and chargehand (instruments). The second rank consists of the technical records representative, methods planning engineer, a technical officer, engineering secretarial-staff representative, chargehand (electrical), leading hand (sheet metal), chargehand (hydrau lics), finer, inspectoi (instruments) and leading hand. Behind them are the refueller crew of two. Under the port engines are the tractor crew of four, and beneath the nose (reading now from right to left) are a security warden, an aircraft loader, station operations representative, officer i/c. aircraft catering, officer i/c. service control (representing traffic branch—passenger, freight and mail handling), and the station duty officer. Next is seen the freight and catering equipment van and its driver, then two M.C.A. personnel, the tarmac marshal and the air-traffic con troller. The remaining member of the team is the passenger-coach driver. To Rule the Waves FURTHER news of the maritime-reconnaissance Britannia was given by Dr. A. E. Russell, director and chief designer of Bristol's Aircraft Division, as he was leaving for Canada last Saturday. He is to hold discussions with Canadian Service and Defence chiefs in connection with the production of the aircraft by the Canadian Government—to be undertaken by Canadair, Ltd., according to an American report. The Britannia sub-hunter would, said Dr. Russell, be powered by four Napier Nomad compound engines and would be capable of "flying the Atlantic from Canada to the British coast on anti submarine warfare." Guns would be fitted in the wings and there would be provision for a heavy load of torpedoes. Remarking that the present British civil Britannia is not scheduled for delivery to B.O.A.C. until 1955, Dr. Russell said that the Canadian-built military aircraft—which would bring in a large dollar income for Britain—would appear before then. M.C.A. to be Absorbed MR. CHURCHILL announced to the House of Commons on February 26th that it had been decided to amalgamate the Ministries of Transport and of Civil Aviation. In doing so he reminded the House that it was the policy of Her Majesty's Government to make such changes in the organization of departments as would simplify administration and reduce costs. There were cries of "hear, hear" when the Prime Minister related these remarks to the Ministry of Civil Aviation. He said that the change had been under consideration for some time, and the way to it had been paved by the appointment of the same Minister (Mr. Alan Lennox-Boy d) to the two departments. There would continue to be two Parliamentary Secretaries, one dealing with transport matters, and one (Mr. J. D. Profumo) with civil aviation. The new Ministry would be known as the Ministry of Transport and Civil Aviation. In reply to questions, Mr. Churchill said that a White Paper would in due course be laid before the House describing the effect of the changes in greater detail. It is not expected that the proposed amalgamation will take place before late summer. Despite its early viscissitudes, there is no doubt that the M.C.A. is today doing a fine, and very valuable, job. Included within its structure are many excellent men and committees, who have at last been allowed to settle down and show their true worth. If the amalgamation disturbs their work it will do a disservice to the nation; but, clearly, further comment upon the decision must await publication of the White Paper. Avon Progress ADDITIONAL details may now be published of the develop- **• ment of the Rolls-Royce Avon turbojet that has been effected during the past four years. Performance prediction for the early Avons was very conservative, the experimental RA.2 having a rating of but 6,000 lb thrust. This was later raised to 6,500 lb in the RA.3 which went into production in June, 1950, to power the Canberra. Parallel with RA3 production, further development was carried out to meet fighter requirements, to incorporate full anti-icing and to increase thrust. The outcome of this development was the RA.7, which was put through a 150-hour type-test in March, 1952, at a rating of 7,500 lb thrust. Engines of this rating were flown at the S.B.A.C. displays of 1950, 1951 and 1952. In September last, delivery of the RA.7 to aircraft constructors began, while develop-
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