FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1953
1953 - 1509.PDF
20 November 1953 663 reached the Shaibah circuit with only 75 gallons left, and then had trouble getting his landing gear down. F/L. Furze made his G.C.A. approach at Christchurch without enough fuel to go round again. The crews' accounts of the race showed that such incidents were frequent; but it was clear that all the difficulties were overcome with great determination and resourcefulness. At Londonderry House, on Tuesday, December 1st, Lord and Lady Nelson are to give a reception in honour of the Canberra crews. For Mach 3 ALTHOUGH it has been flying for a year, the U.S.A.F. have only now released brief details of the Douglas X-3 research aircraft. Powered by two Westinghouse turbojets with afterburners, it is designed for a speed given as both Mach 3 and 2,000 m.p.h. Weighing nearly 30,000 lb at take off, the aircraft has a span of only 22ft; the length, however, is no less than 66ft. "Dick" Whittington Joins English Electric THE makers of the Canberra announce a new appointment to dieir staff of test pilots: S/L. L. M. "Dick" Whittington, A.F.C., has joined the company as assistant experimental test pilot. S/L. Whittington, who was educated at Radley College, graduated from die Empire Test Pilots School and served for two years as a test pilot at Boscombe Down. His flight to Australia—as a flight lieutenant, last January—established a new world class record from London to Darwin, die distance of 8,608 miles being flown in 22 hours. His own diary record of the flight to Australia was published in our issue of February 20th. Trials from H.M.S. "Eagle" ENQUIRIES to the Admiralty regarding a series of trials which took place at the end of October and the beginning of this month in H.M.S. Eagle have resulted in some brief but important news of progress with new types. The trials were as follows: — A Wyvern S. Mk 4 made its first catapult launches and carried out a number of deck landings. The Supermarine 508 was sub mitted to similar tests and was also catapult-launched for the first time. The first production Gannet A.S. Mk 1 made a series of day and night landings, and these were the first deck landings for the production model and the first night deck-landings for any Gannet. The Sea Venom FAW 20, described as a develop ment prototype, carried out a similar series of day and night landings, and these were again the first night landings for mis type. A production Sea Hawk F.l fitted with drop tanks under went its first trials and deck operation. Finally, the Bristol 173 twin-rotor helicopter made diree landings on die deck of Eagle and was subjected to rotor-running tests in various states of wind. During the trials the weather was mainly good and winds were light. Such trials as those mentioned above not only provide valuable information and experience from die point of view of the aircraft manufacturers and pilots, but also for the aircraft handlers on the deck. Jet and turboprop aircraft bring with mem many new operating problems. High Finance RECENTLY published reports from the Committee of Public Accounts contain illuminating references to aeronautical development. In discussing the award of contracts for the supply of valves suitable for use in guided weapons the reports show that when, following an open tender, two contracts were placed, one firm charged A\ times as much per valve as the odier. Protracted examination of the various contracts disclosed mat two of the batches concerned 50,000 valves (contract of May 1952) and 35,000 valves (contract of August 1952, to the firm tendering the lower price). The valves, of a special shock-resistant type, cost "round about a pound" each, and the main development was done to Admiralty contract. These figures, incidentally, may give an indication of the scale of present guided-weapon production. Turning to development of the Bristol Proteus, it is stated that bench-running cost some £37 per hour; total development cost was about £9m to date, and £llm was the expected total. This overall cost is considered reasonable for a high-efficiency engine of that power. Of the Rolls-Royce Avon, total development amounted to some £22m to date. In this case the range of development was very wide: "we have got five different marks of it for different powers for different purposes and different applications of it, and fresh schemes are constantly coming in . . . The difference between . . . the Mark 14 and what you started with is simply enormous." Most of the more powerful engines are described as of great importance, and it was agreed by the Committee that their development was not a process that could be undertaken in a parsimonious mann;r. Estimates of initial and expected total cost of development were given to the Treasury by the M.o.S.; but the cost in toto was likely to vary enormously. The M.o.S., incidentally, have dieir own technical cost accountants who examine the books of contracting firms. During the same examinations a number of other subjects were discussed, including increased costs incurred in runway- building at Boscombe Down, owing to soil-subsidence. Big Business "pROM our American correspondent comes the news that, -*- during 1953, the American industry will have produced an estimated 12,000 military aircraft (over 50 per cent jet) and some 4,700 civil transports and light aircraft. There are at the moment 30 principal airframe manufacturers and 20 engine builders; it is also popularly said that these are supported by 60,000 sub contractors, but our correspondent says there are signs that many of these are being squeezed out of the business. There is certainly a tendency for me present Administration, headed as it is largely by men who might be termed "tycoons," to favour large corporations in the letting of contracts, at the expense of the small man. Other news from our American correspondent appears on page 681 of this issue. Sir Alick Stevens Retires /~*OASTAL COMMAND headquarters was the scene, on ^ Tuesday, November 10th, of a farewell guest night to the A.O.C-in-C, Air Marshal Sir Alick C. Stevens, who is not only leaving the Gwnmand but is also retiring from the Service. All his group and station commanders were there to say goodbye; A. Cdre. G. C. Barrett had travelled from Gibraltar to be present. The Naval aspect of the occasion was reflected in the presence of Admiral Sir John Edelsten, Admiral Sir George Oliver, Admiral Sir George Creasy, Rear-Admiral R. A. Burghard (of the Royal Netherlands Navy) and Capt. Innes, U.S.N. Air Marshal Sir John N. Boothman, who is taking over Coastal Com mand, was regrettably unable to be present. Lit with silver candelabra, the Mess made a colourful back ground to the assembled company. In keeping widi the occasion, too, was the moment when A. Cdre. D. W. R. Ryley gave die toast of die Queen of the Netherlands and Rear-Admiral Burghard, R.N.N., the toast of die Queen of England. A. V-M. R. L. Ragg, to whom fell the task of proposing Sir Alick's health, said mat at one time interest in hats was the pre rogative of the ladies; but nowadays senior officers of the Services were interested. With that remark he placed upon Sir Alick's head a skilfully engineered three-peaked cap, to represent the commands he held, i.e., A.O.C-in-C. Coastal Command; C-in-C. Air, Eastern Atlantic; and Allied Maritime Air C-in-C. Channel Command. After recalling early mutual associations in No. 201 Squadron, A. V-M. Ragg said mat, since Sir Alick Stevens took over Coastal in April 1951, flying had increased by 61 per cent and accidents had decreased by the same percentage; and that these results had been achieved in spite of a 50 per cent reduction in personnel- strength. Sir Alick, in making his reply, thanked everyone for the work they had COASTAL COMPLIMENT: Air Marshal Sir Alick C. Stevens, wearing his three-peaked hat, leaving Coastal Command headquarters after a farewell dinner given in his honour (see above). Left to right, top, are A. Cdre. A. D. Davies, A.V-M. P. D. Cracroft and A.V-M. G. E. Nicholetts; at the wheel of the "am phibian" is A. Cdre. D. W. R. Ryley; standing by him is A.V-M. T. C. Traill.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
