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Aviation History
1953
1953 - 1366.PDF
520 FLIGHT, 16 October 1953 FROM ALL 4- QUARTERS DECAPOD: A Boeing drawing of the B-S2A Strato-fortress, to be produced in quantity at Seattle and Wichita. It has a new nose and crew compartment, with side-by-side seats for pilot and co pilot, and tanks beneath the outer wings. ; „.-"' Hawker Siddeley Chiefs See U.S. President "YJ^E have exchanged ideas with our American friends, and I * ' think we have started a number of things which will benefit both countries and both industries. Both the Air Force and the Navy here are very interested in our fighters and bombers, and it is certainly a rewarding experience to discover that British technological advances in air power immediately command not only wholesale respect but unfeigned admiration." These words were spoken by Sir Frank Spriggs last week as his United States visit, in company with Sir Roy Dobson and the Hawker Siddeley design council, neared its end. The American visit was paid when the team was en route to Canada for discussions with the Canadian Government and heads of the aircraft industry. The nature of the "number of things" remains an interesting subject for speculation until such time as security permits dis closures to be made. Certainly the mission was unique of its kind, especially as it culminated in the two British aviation chiefs being invited to the White House for a discussion with President Eisenhower; after the conference they left with Mr. Harold Stassen, head of America's Mutual Security programme. Earlier, Sir Frank and Sir Roy, with various members of their council, had attended meetings with the Defence Secretary, Mr. Charles Wilson, and the Air Secretary, Mr. Harold Talbott. Other members of the mission conferred with their American opposite numbers, and the U.S.A.F. flew a team of their senior research specialists from Dayton, Ohio, to confer with the British delegation at the Pentagon under the chairmanship of General Crai^ie, who controls forward planning. Talks with the U.S. Navy were held in the office of Admiral John Souchek, Chief of the Naval Bureau of Aeronautics. Throughout the visit the Britons were besieged by eager newspapermen, and at a meeting of the Aviation Writers' Association 70 members subjected them to a barrage of questions about die Hunter, Javelin and Vulcan. As was to be expected, the visitors were guarded in their state ments. Sir Frank Spriggs said "We are here to discuss . . . new versions of piloted and pilotless planes, guided and unguided missiles, and engines widi power which makes present engines look a bit silly." He added that, so far, he was very satisfied with the exchange of information on missiles. There had been no exchange on nuclear-powered aircraft—"we are not in that field at the moment." On October 8th the party left by air for Canada. Their arrival in America, three days earlier, had been threatened with delay when the Queen Mary was diverted to Halifax by the New York Dock strike, but Avro Canada sent two DC-3s to fly them through to New York. Incidentally, the visitors had arrived at the White House in highly appropriate style; they rode in a convoy of Arm strong Siddeley Sapphire cars. Members of the mission include Sir Sydney Camm, Hawker director and chief designer; W. G. Carter, G'oster technical director; S. D. Davies, Avro chief designer; Sir William Farren, Avro technical director; W. H. Lindsey, Armstrong Siddeley director and chief engineer; J. Lloyd, Armstrong Whitworth technical director; W. J. Newman, A.W.A. armaments division chief engineer; W. F. Saxton, A.S. director and general manager; and H. R. Watson, A.W.A. aircraft chief designer. Australia's Production Problem ALTHOUGH, as Mr. Duncan Sandys said after his recent visit, "Australia has laid firm foundations for a great air craft industry," some uneasiness is being felt about the Common wealth's jet aircraft production programme, on the score of both cost and delivery dates. Reviewing the current position, the Australian Cabinet com mittee working on defence problems are reported to have shown anxiety over the cost of me Canberra and Avon-Sabre pro gramme. It is also felt that by the time die 48 Canberras and 72 Sabres are eventually delivered to the squadrons they will be obsolescent. The committee now has to decide whether Australia can rely on her own industry as the principal source of equip ment for the R.A.A.F., or whether it would be advisable to buy the latest aircraft from abroad. Spokesmen of the R.A.A.F. have stated that it would be unwise to rely on me U.K. or the U.S.A. for first-line aircraft once an emergency had arisen. First Civil W.S.55 Delivered pOLLOWING successful experience with aircraft, and lately A more particularly with helicopters, a number of whaling com panies are now interested in the S-55. The first civil Westland- Sikorsky 55 (600 h.p. P. and W. Wasp) was delivered recendy to a Norwegian company who had previously used S-51s. The 55 carries more equipment and has a greater endurance, and this particular version has extra tanks and radio equipment. It is learned diat one of the advantages of the helicopter over the fixed-wing machine is that it is easier to fly slowly and count the whales in a school. The principal advantage is, of course, that the helicopter can take off from and land on the momer ship. "Fixed wing" news from Yeovil concerns the Wesdand Wyvern 4, recently introduced into squadron service and readily accepted by Navy pilots. A new series of deck-landing trials is about to start. It may be recalled that in June 1949, the Mk 1 became the first aircraft to do 100 consecutive deck landings on its first trials, all in two days. In June 1950, the Mk 2 did a short period of carrier trials during which 25 landings were successfully completed. Air and Sea Transport Partnership '"THE growing interest of the shipping industry in the possi- *- bilities of free-enterprise air transport is emphasized by the announcement, made in London last Tuesday, of an agreement between the Clan Line Steamers, Ltd., and the Hunting Group, who, in addition to their aviation and oil activities, have import ant shipping interests (as ship-owners, they claim to be the leading British independent tanker owners). Under the agreement, a holding company, to be known as Hunting-Clan Air Holdings, Ltd., will be formed, with initial capital of £lm, to take over the whole of the share capital of Hunting Air Transport, Ltd., and Field Aircraft Services, Ltd. The air-transport company will in future operate under die tide of Hunting-Clan Air Transport, Ltd. The Clan Line group of companies owns 57 vessels totalling about 600,000 tons, mainly engaged in the carriage of general cargo over a network of routes within the Commonwealth and Empire. Mr. P. LI. Hunting is to be chairman of the new holding company. Lord Rotherwick and Sir Nicholas Cayzer, Bt. (respectively chairman and vice-chairman of the Clan Line Steamers, Ltd.) will be members of the Board, together widi Mr. G. L. Hunting (vice-chairman of the Hunting Group), Mr. C. P. M. Hunting, Mr. L. C. Hunting, the Hon. Anthony Cayzer, Mr. R. R. S. Cook and Mr. J. A. Thomson. The two operating companies will continue under their present management, their Boards being strengthened by the addition of Clan Line representatives. Mr. P. LI. Hunting (left) and Lord Rotherwick.
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