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Aviation History
1953
1953 - 0845.PDF
AIRCRAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2319 Vol. LXIV. FRIDAY, 3 JULY 1953 ED/TOR MAURICE A. SMITH, D.F.C. ASSISTANT EDITOR H. F. KING, M.B.E. ART EDITOR JOHN YOXALL Editorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, LONDON, S.E.1. Telegrams, Flightpres, Sedist, London. Telephone, Waterloo 3333 (60 lines). Branch Offices: COVENTRY 8-10, Corporation Street. Telegrams, Autocar, Coventry. Telephone, Coventry 5210. BIRMINGHAM, 2 King Edward House New Street. Telegrams, Autopres. Telephone, Midland' ;^mKmngham rfff (7 lines). MANCHESTER, 3 260 Deansgate. Telegrams, lliffe, Manchester. Telephone, Blackfriars 4412 (3 lines). Deonsgate 3595 (2 lines). GLASGOW, C.2. 26b Renfield Street. Telegrams, lliffe, Glasgow. Telephone, Central 1265 (2 lines). SUBSCRIPTION RATES Home and Overseas: Twelve months £3 3s. Od. U.S.A. and Canada, $10.00. BY AIR: To Canada and U.S.A., six months, $16. IN THIS ISSUE: R.A.A.F. in Britain - - - 2 Ramjet Possibilities - - 7 The Twentieth Salon - 15 The Sharp End (Part 3) - 23 Cranfield Presentation Day 34 Impressions from Paris THE Paris Show has never in all the years failed to produce something novel from the French industry, and thus for reasons of prestige and good will it continues on each occasion to draw strong British support in spite of the high cost, interruption of work, and comparatively limited additional business which may attend participation. There have been thin years for French aviation as there have been for the wines of the country, but this twentieth Salon must be accorded the four stars of a tresgrande annee so far as the French manufacturers are concerned. On all sides there are indications of vitality and abundance of enterprise. As we record among our "first impressions" of the show, one example which may be quoted is that of the new exhibition building itself. It is attractive, convenient and well suited to its job. At home we have heard several reasons for not having such a building ourselves—and they are no doubt good ones—but the fact remains that the French have taken their decision and in a remark ably short time have erected a permanent modern aviation exhibition hall at Le Bourget airport. Over the past year in particular, the French have demonstrated that they are no longer satisfied to mark their technical progress with a string of abandoned prototypes but are now ready and able to produce very good aircraft in series. The prototypes are there too, of course, and what more widely differing approaches to a problem could there be than the Baroudeur and the Potez 75 for ground attack ? Both indicate design courage. The same can be justifiably said of the rocket/jet prototypes to be flown this coming weekend; they will be the first to be demonstrated by any country on such a public occasion. We are openly jealous of the light jet trainers—attractive and practical as they are— and hope that British companies have made a close examination of the Fouga 170 and the Fleuret, not forgetting the Minijet. This last-named machine, we recall, came in for some unflattering comments and mild ridicule when it was first displayed in semi-mock-up form two years ago. This time its almost daily demonstrations—looking and scfunding like a diminutive Venom—are a main attraction of the Salon. It is a source of wonder to us how French manufacturers, large and small, can continue to turn out light and ultra-light aircraft and to find quite a variety of small engines for them, while we have but one producer of light aircraft left and no engine smaller than the Cirrus Minor. Quite apart from the business aspects, this state of affairs must have a depressing effect on practical airmindedness which recent British gliding and glider suc cesses can only in part offset. And not only the industry of France is well represented; her national airline is there in strength and the varied equipment it was able to present for the French public in its thousands to gaze at and file through was, we feel, significant. What other airline can match a fleet comprising Comets, Viscounts, Super Constellations and Breguet Deux Ponts ? The aviation world is beginning to appreciate M. Breguet's big transport. But the exhibition is by no means all French, and in spite of an early show of no- interest by several firms, the British industry is worthily represented in both static and flying displays. Our descriptions elsewhere will make this apparent, and we have no doubt that the weekend's individual flying displays will forcefully demonstrate British progress and capabilities. ^ Finally, we must add that the Americans, whose participation has been slowly increasing, are this year present in strength, showing aircraft and new gas turbines, noteworthy among them the T-34 turboprop. This may be taken as an implied compliment to our selves and to all Continental countries, indicating that this great aviation power has decided that it must look to its laurels in Europe. We British certainly cannot afford to be complacent—nor are we, in spite of all the flattering talk about our lead in gas turbines and jet airliners. There is, however, just cause to be proud of our progress and achievements as they compare with those of any or all countries represented at Paris.
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