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Aviation History
1953
1953 - 0677.PDF
29 May 1953 671 Transonic research aircraft are one thing, but transonic fighters are quite another. To North American Aviation at Los Angeles must go the credit for producing the first aircraft in the latter category, and the Air Council undoubtedly did a wise thing when it was decided to bring the Sabre into large-scale service with the R.A.F. True, it is a very complex and expensive aircraft, and it will mean that a whole range of American spare parts, from nuts to complete airframe sections, has to be stocked throughout the Service. This is, in the opinion of many people, a bad thing, and something that should not have been necessary; but anyone who has been in close touch with Fighter Command realizes that the Canadair-built Sabres are very welcome; "we're darned glad to have them" is the usual feeling. Nearly 400 Sabres are coming, about half with the General Electric J47 turbojet and the remainder—this autumn—with the Orenda. Most of the initial groups have gone to Germany, but Fighter Command is now receiving a big supply, all flown from Montreal by R.A.F. Ferry pilots. The first units are not yet formed, but this is just a matter of weeks. Only just behind the Sabre is our own Supermarine Swift—and we are speaking in the chronological sense only. Both Swift and Hunter have undergone great changes in the past two years— changes that have carried them easily and smoothly through the Mach number of unity and have made them the most effective fighters in the world. Their speed, manoeuvrability and beauty concerned to reach a genuine operational standard and 2nd T.A.F. is now absolutely on the top line, in spite of the—necessary and valuable—influx of National Service aircrew. Like Fighter Command, the 2nd T.A.F. is now in the process of major changes in equipment. They are on the point of form ing squadrons of Sabres and already have a fair number of Venoms —mainly single-seaters—in service. All these new aircraft, and probably some Swifts, will be put to the test in this year's inter national exercises. Altogether, both Fighter Command and 2nd T.A.F. have a heartening feeling of knowing their job and have confidence in their ability to do it efficiently. This is by no means a state of affairs to be accepted without thought, for the time-and-space factor is pressing ever more heavily upon all fighter forces. Pro cedures generally resemble those of World War II, but are more streamlined; everything, in fact, happens faster than it used to. English is, of course, the NATO language and British fighter- control procedures are standard in large-scale exercises. These exercises have proved of immense value to the Royal Air Force and, almost without exception, they have confirmed recent trends of thought. As a result, Fighter "top brass" knows just what it can do, and what it will be able to do with the super sonic equipment now becoming available. Big exercises are keenly looked forward to by all concerned for they provide a sure index of one's capabilities and give one the self-confidence so necessary This de Havilland Vtnom F.B.1 was photographed oyer Germany during Exercise "Hold Fast." are well known; it is a great comfort to know also of the excellence of what lies under their smooth skins and to recall their unmatched development potential, which will assuredly be put to good use. When they enter service—the Swift in a few weeks, the Hunter later this year—they will give the Command tools which no other Air Force can match. Turning to the all-weather side of the Command, it appears that the omnipotent Mosquito has at last departed after a valiant decade of both defence and offence. In its place have come large numbers of Vampire N.F.ios and Gloster/Armstrong Whitworth Meteor N.F.us, and a squadron of each type opens our colour section on page 659. These fine aircraft are proving invaluable in filling a vital gap and in preparing for the mighty Javelin, still some way off, but discussed by every all-weather squadron. Until the big delta-wing fighter comes, our defence is surely placed in the many Vampire and Meteor "N.F." units—and, soon, in those squadrons which will shortly convert to the N.F.2 and 3 versions of the Venom. So much for the aircraft. A brief note on "org. and admin." will not be out of place at this point. Fighter Command is, like any other command, directly under the control of the Air Ministry. All units of the Command are permanently based in the United Kingdom; if, in emergency, a permanent fighter squadron is sent abroad it becomes a part of the overseas Air Force to which it is attached. A squadron sent to Germany, for example, joins the 2nd T.A.F. (Tactical Air Force) which is an entirely British formation responsible for the defence of the British Zone, and for the general maintenance of tactical air superiority over central Europe. The 2nd T.A.F. is in no sense subservient to Fighter Command. The various links are of a lateral nature, to provide the closest co-ordination of effort with other R.A.F. units. On the other hand, 2nd T.A.F. does form a part of 2nd A.T.A.F., with head quarters at Fontainebleau. The Allied Tactical Air Forces consist of units of every Western European air force and are closely integrated to provide a unified whole. During the past year all Continental air forces have undergone considerable expansion and it has been gratifying to note that their quality has not deteriorated as a consequence. Regular large-scale exercises have assisted all "Flight", photographs in such work. Even in artificial peacetime conditions, they pro vide a very close approach to the stress and strain of war, and the Royal Air Force has no doubts as to its capacity to cope with any conditions. But Fighter Command's present work is done from relatively peaceful British airfields, where the regular fighter pilot can live in his house with his family and keep something approaching regular hours. In fact, the Command is getting back to the halcyon days of the 1930s—but only in some respects. Then, it was the custom for one pilot to fly his own aircraft, which was maintained by one servicing crew—who, as a consequence, took a great individual pride in "their" kite; now, however, such arrangements have been made quite impracticable by the increas ing complexity of modern fighters, and the necessity of doing as much flying as possible, irrespective of aircraft serviceability states. Formerly, a rigger and a fitter could do literally 99 per These Gloster Meteor 8s equip No. 43 Squadron—"The Fighting Cocks."
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