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Aviation History
1953
1953 - 0732.PDF
'M 'k The end of the line: nearly completed Canberras in various stages of final assembly. U—-—"" *\\Wj The Canberra UNDER CONSTRUCTION AND IN THE AIR ON a recent meteorologically unpromising morning, a small party of visitors—of whom the writer was one —assembled at Hendon at the invitation of the English Electric Company, with a view to inspecting the company's factories and airfields and sampling a trip in a Canberra. The weather was indeed appalling, but after a short delay the firm's Dove appeared beneath the lowering clouds, in the capable hands of Jock Still, and soon we were on our way north-westwards through pouring rain and remarkable turbulence. Conditions improved the farther north we went—as our geographically-biased pilot assured us they would—and over Manchester the sun came out. It seemed to be, and was, a good omen for an instructive and illuminating visit that was to impress those concerned with the energy and drive that are being put into the task of supplying the R.A.F. with up-to-date bomber aircraft. The English Electric group is a very much larger concern than is perhaps generally known. Not only do they make aircraft, diesel-electric locomotives, steam and gas turbines, water turbines and generators, refrigerators, washing machines and many other products, but, in addition, the Napier and Marconi companies are part of the organization. On the aircraft side, production has been in progress continuously since 1938, and during that time 800 Hampdens, 2,500 Halifaxes, 1,400 Vampires and (judging by recent air exercises) well over 100 of their own Canberras have been turned out. Chairman and managing director of the whole group is Sir George Nelson, F.C.G.I., M.I.Mech.E., M.I.E.E., F.R.S.A., and the aircraft part of the concern is divided into three sections. Design and all experimental work, both flying and constructional, are at Warton, a few miles west of Preston, and here F. W. Page is chief engineer and designer, with D. L. Ellis, F. D. Crowe, A. E. Ellison, J. C. King and R. F. Creasy as key men in his team. On the flying side W/C. R. P. Beamont, D.S.O. and Bar, D.F.C. and Bar, D.F.C. (U.S.A.), is chief experimental test pilot, assisted by F/L. P. D. Hillwood, and with S/L. D. A. Watson as staff navigator. The manufacture of all components—other, of course, than engines, tyres, wheels, brakes and a few other items, plus a cer tain number that are sub-contracted—is carried out in Preston itself. Here A. Sheffield is general manager, W. Shorrock works manager and W. Harpley works superintendent. The first two of these supervise locomotive as well as aircraft manufacture, and the contrast between the two types of engineering is most interesting to see. Mr. Harpley is die top man concerned exclusively with aircraft production, and he is also in charge at the third factory, which is at Samlesbury (pronounced "Sarmsbury"), just east of the town. Here the various Canberra assemblies that have been constructed at Preston are united, and the completed aircraft production-tested before delivery to the R.A.F. and other pur chasers. A. Ainsworth is superintendent at Samlesbury, and pro duction testing is carried out by J. W. Still and by J. W. C. Squier, chief production test pilot who, incidentally, added to the enjoy ment of our visit by a fine demonstration of the aircraft's capa bilities. To complete the personnel story, the aircraft division in London is headed by A. Cdre. Strang Graham, who is assisted by J. W. Adderley and R. M. Milne, with W/C. R. Stanford-Tuck D.S.O., D.F.C. and two Bars, D.F.C. (U.S.A.) stationed at Warton. Turning now to the more material side of the picture, at Warton we first saw the various drawing offices. No paper blueprints are used, except for experimental work. Instead, a thin aluminium alloy sheet is used as the base for each drawing, which then becomes a "master" and is permanently stored. From this master, by an ingenious process involving an intermediate gelatine plate, a roller and fine brass dusting powder, silver-line reproductions can be made on further aluminium sheets. These sheets are coloured blue, green or other shades to indicate destination, and are used instead of the normal blueprints. This loft-plate system possesses several major advantages. The drawings never become rumpled; measurements can be taken directly from them; and portions can be cut out and used as templates. The use of the system has not only assisted production at Preston, but has also enabled the air craft turned out by Handley Page, A. V. Roe, Short and Harland, Glenn L. Martin and the Australian Government factory to exploit component interchangeability to the full. Amongst the test-equipment, which is unusually complete, is a cold-chamber in which Perspex canopies and other plastic or metal components are tested for resistance to load or fatigue.
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