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Aviation History
1953
1953 - 1304.PDF
460 FLIGHT, 2 October 1953 B-57s START TO FLOW LAST week we heard first-hand news of Martin's progress with the production of their B-57 Canberras and of the 'official handing-over ceremony of the first machine for the U.S. Air Force. The information came (together with a colour film to support it) from Mr. Jess W. Sweetser, vice-president, sales, and Mr. J. Bolles, chief of the sales department, of Glenn L. Martin, during their recent visit to Europe. A DC-6, lately of the President's fleet, was used to transport a remarkable body of "top brass" from Washington to Martin's airfield, a distance of fully 35 miles, to witness the Canberra demonstration and the dusk handing-over ceremony on August 20th—the time of day being symbolic of the Canberra's night intruder role. Among the American senior officers and other officials present were Gen. Twining, Chief of Staff, U.S.A.F.; Lt.-Gen. Putt, Air Research and Development Command; and Lt.-Gen. Rawlings, Air Materiel Command. They were received by Mr. George M. Bunker, president of the Martin Company, and Mr. O. E. Tibbs, Martin flight test manager (whose appearance brings to mind Mutt Summers, until lately Vickers chief test pilot). Mr. Sweetser said of Martin and English Electric relations that there was splendid and continuing co-operation. There were now three B-57As flying, and all had come up fully to expecta tions. The American version looked very much the same as the British one, and the J65 Sapphires, of which the Buick company were building the first 100 or so, were coming along well. Later, Wrights, the prime licensee, would be producing the engines. In keeping with the U.S. policy of the time to spread produc tion, about half of the B-57 airframe had been sub-contracted. It was Mr. Sweetser's belief that B-57A squadrons of the U.S.A.F. in America would be operating by the end of this year, and he added that other squadrons in Europe wanted the aircraft badly and would probably start to get them early next year. The first- formed squadrons, equipped with B-57As, would have recon naissance and light-bomber duties, but after this initial batch B-57Bs—the night intruder version—would follow. The Can berra had originally been selected for production by Martin after a search of the products of all countries. Roland Beamont, English Electric chief test pilot, and his team, are at present in America for consultation now that there are some American-built B-57s to fly. Both the American visitors apparently felt strongly about the waste involved as a result of the need completely to re-engineer the Canberra down to the smallest parts simply to conform with American standards. Mr. Sweetser said that the two countries must move towards the aim of common standards. To his colleague's comments Mr. Bolles added that the Can berra was probably the most versatile aircraft that his people had seen. At low level the machine, flying at 180 kt and only 200 to 300ft high, could turn within a 5,000ft circle. The American ver sion of the machine had been engineered to make almost every thing interchangeable. His company had been led to think that As long ago as last February 13th we published this photograph of a B-57B model. It shows well the revised cockpit and longer nose. The first two B57As. The lynx-eyed will notice that the British-built Canberra left), used as an installations test-bed, mounts two underwing pods (fuel or rockets?) and two HVAR missiles farther outboard. they used a great deal more jigs and tools than the British manufacturers, but at the English Electric factory at Preston, with one or two minor exceptions, there was as much tooling as in the American plant. He felt, however, that this was not necessarily representative of the British industry as a whole. Martin's had had very few tooling or production problems, and of the sub contracted surfaces the tail units had come through well, but there had been a hold-up because of failure to supply wings. Martins were taking back this work to their own factory. Talking of the difference between the B-57 A and B, Mr. Bolles said that the A was practically a carbon copy of the Engfish machine, but the B would have the American-style two-seat tandem cockpit ("with no black hole at the back") and also differences in armament and navigational equipment. It would be approximately 4,000 lb heavier when fully equipped, but the power/thrust ratio would still be better than the standard British B.2 because of the fitting of the 7,200 lb J65 Sapphires. The U.S. Chief of Air Staff had endorsed the high opinion offi cially held of the B-57; Mr. Bolles had no doubt that the crews in the future "could not help but like it." Martins have equipped their B-57s with rotary bomb-doors upon which the bombs or rockets are mounted (Flight, August 14th last, p. 188), which completely eliminate turbulence that results from the opening of conventional bomb doors at high speeds. This was felt to be a great improvement. A tail parachute had been considered, but this was not now being proceeded with because the aircraft was normally landing and taking off in 2,500ft. It was Martin's belief that there was a good chance of follow-on orders being placed for B-57s, and according to present plans all American-produced machines would go to the American forces and none to other NATO countries. In die colour film shown of the August 20th ceremony and demonstration, the starting-up of the Sapphires involved enormous clouds of black smoke which was somewhat discon certing until it was explained that in America smokeless powder is not yet available for the cartridges. A very nice compliment was paid to Beamont when it was stated that of all the impressive demonstrations which have been given by Canberras in America, none has equalled the one which the English Electric test pilot gave on his first visit to Baltimore. NEW N.P.L. AERODYNAMICS CHIEF THE Department of Scientific and Industrial Research an nounced recently that Dr. W. P. Jones had been appointed superintendent of the aerodynamics division of the National Physical Laboratory, in succession to Mr. Arthur Fage, C.B.E., F.R.S., F.R.Ae.S., F.I.A.S., who retired from the post earlier mis year. Dr. Jones was educated at Lampeter and Oxford and graduated with first class honours in mathematics. After reading physics for two years he joined the N.P.L. in 1935. He is a leading authority on oscillations and flutter and in recent years has been in charge of work concerned with such phenomena. Mr. Arthur Fage is one of the pioneers of aeronautical research. He retires after no fewer than 41 years of service in the N.P.L. aero nautics division, which he joined after studying at the Royal College of Science. During World War I he was concerned with such problems as those of pressures over airship envelopes, the tearing of balloon fabrics and the characteristics of aerofoils. In 1920 he began his extensive research into boundary layers and turbulent flow. He became an authority on his subject, many of his findings being published by the Royal Society, of which he became a Fellow in 1943. From his appointment as superintendent of the aerodynamics division in 1946 to his retirement he concerned himself with the improvement of wind tunnel' equipment and the planning of the new high-speed laboratory at Teddington. He has served on many of Ahe committees and sub-committees of the Aeronautical Research /Council and he was appointed C.B.E. in the Coronation Honours List in recognition of his services to aeronautics.
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