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Aviation History
1953
1953 - 0602.PDF
FROM ALL QUARTERS Canberras as Coronation Couriers A REMARKABLE high-speed airlift is being laid on to **• transport television film recordings of the Coronation to Montreal so that Canadian viewers can see the ceremony on their screens during the afternoon and evening of Coronation Day itself. A helicopter will be used to take the films, in three batches, from Alexandra Palace to North Weald. Here R.A.F. Canberras will be ready to start for Goose Bay, 2,480 miles distant, at 1.30, 3 and 6 p.m. B.S.T. On reaching Goose Bay, the first batch of film will be taken to Montreal, some 800 miles farther on, by a CF-100 of the R.C.A.F., and the second and third batches will be conveyed subsequently by the first and second Canberras, which will meanwhile have been refuelled. In this way, and aided by the difference in longitude between Great Britain and Canada, it is expected that the recordings will reach Montreal at 4, 5.30 and 8.30 p.m., Canadian time. The scheme was initiated by the Canadian Broadcasting Company, who will be responsible for the cost. Arrangements have been made for five American broadcasting companies and one television news agency to share in transmission of the films, which will comprise full-length recordings of the events seen on British screens, plus an edited version of the procession to the Abbey and the Coronation ceremony itself. An additional arrangement has been made by the American Columbia Broadcasting System which, as well as showing the films relayed from Montreal, has chartered a B.O.A.C. Strato-cruiser to fly other recordings direct to New York. The aircraft will be fitted up as a mobile editing room, and a team of operators will cut and arrange the available film en route, so that a fully edited one-hour programme will be available the moment a landing is made. This "potted" version of the ceremonies will be on the air appreciably later than the transmission from Canada. D.H. Seek Big Capital Increase A PROPOSAL to double the share capital of the de Havilland Aircraft Co., Ltd.—from £6m to £ 12m—will be considered at an extraordinary general meeting to be held immediately after the annual general meeting on May 29th. In the chairman's address, issued in advance of these meetings, Mr. F. T. Hearle states that "it is principally the considerations involved in produc ing the various marks of Comet airliners to meet the world-wide demand which has encouraged . . . this step." Enlarging on this, the chairman goes on to explain that much of the company's output in die past has been achieved by subcontracting and that it is expected to continue in this manner so far as military, naval and smaller civil types are concerned; but it is not possible, he points out, to use these facilities to the same extent for the construction of machines of the Comet's size and complexity, and a substantial increase in the company's overall capacity is essential. Adding that much has already been done in this direction, he pays tribute to the production assistance given by Short and Harland, Ltd. The accounts, issued with the report, show that the net trading-year (to September 30th) revenue of the group was £2,332,320, increased by other income to £2,659,115 (1951, £2,487/780); net surplus, after taxation, was £597,108 (1951, £639,920). Com menting on the balance-sheet, the chairman remarks in his address that, while showing a considerable increase in trading, the final results do not differ greatly from those of the previous year. He goes on to explain that very heavy completion costs had to be met in respect of the B.E.A. Ambassador fleet; though Airspeed, Ltd., then a subsidiary company, had made certain provisions DESTROYER: Peeling off—under the practised direction of Gloster's Bill Waterton—is WT827, the third prototype Javelin F(A.W.)1, powered, like its predecessors with two Armstrong Siddeley Sapphires. As will be seen (especially in the second view, wherein the machine is formating with the second prototype, WD808) a "radar" nose is now installed. against excess costs, the fixed prices negotiated in 1948 proved inadequate in view of the steep rise in all costs during the period of manufacture. Also, early costs of any new type are high, and the Comet business included in the accounts is in that category; the benefit has yet to be felt. Commenting on a topical matter, also, Mr. Hearle speaks of the suggestion that the opportunity now open to leading British aircraft manufacturers to capture a substantial part of the world airline market is beyond their strength and that the only solution lies along the lines of a partnership with the Government. "Personally," says Mr. Hearle, "I do not believe this to be the case. Heavy taxation and inflation have indeed weakened British industry generally, and the aircraft industry is no exception, but this surely does not mean that private enterprise is no longer able and willing to exploit the opportunities it has created. We certainly require the blessing and support of the Government and I think that . . . the granting of superpriority to leading civil aircraft types means that this need is realized." Army A.O.P. Helicopters ACCORDING to the military correspondent of the Sunday L Express, the Army is to acquire about 100 helicopters for use on A.O.P. and liaison duties. Each Army H.Q., the correspondent understands, will have one observation and three liaison flights, each of four rotorplanes; Corps H.Q.s will have one observation and two liaison flights; and each armoured division will have its own observation flight. "No comment" was the too-familiar reaction of the War Office when asked by Flight for confirmation of this story. Dr. Hislop Joins Faireys FROM the Fairey Aviation Co., Ltd., comes the announcement that they have appointed, as chief designer to their helicopter division.Dr. G. S. Hislop, Ph.D., B.Sc, A.R.T.C, M.I.Mech.E., A.F.R.Ae.S. The appointment comes at a time when the company has important work in hand on the Gyrodyne and Rotodyne—the two types developed by Capt. A. G. Forsyth, B.Sc, F.R.Ae.S., who, as chief helicopter engineer, remains responsible for mechanical design. This side of the company's business is, in turn, under the control of Prof. R. L. Lickley, B.Sc., D.I.C., M.I.Mech.E., F.R.Ae.S., the ..chief engineer. Dr. Hislop, whose distinguished career in aeronautical research began in the early 1930s, and included posts at the A. and A.E.E. and R.A.E., joined British European Airways in 1947 as senior assistant to the Cor poration's controller of research and special developments, Mr. N. E. Rowe, subsequently succeeding him and becoming responsible for heli copter development. In addition, he has been concerned with a number of other B.E.A. activities, among them the Elizabethan "sealed servicing" project; he was also in charge of the Gust Research Unit, the work of which formed the subject of a lecture which gained him the Simms Gold Medal. Dr. C. S. Hislop.
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