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Aviation History
1953
1953 - 1675.PDF
25 December 1953 Faster, Higher . . . AT an American Aero Club dinner held on December 17th, the *» anniversary of powered flight, President Eisenhower was expected to announce the actual speed and altitude of a new record flight. Over the Mojave Desert, California, on December 12th, Major "Chuck" Yeager had flown the Bell X-1A rocket research aircraft at a speed believed to be over 1,600 m.p.h. and at a height of 80,000ft. The last such record to be officially confirmed by N.A.C.A. was 1,327 m.p.h. at an unspecified height, set by Mr. Scott Cross- field in the U.S. Navy's Douglas Skyrocket on November 21st. Major Yeager's latest achievement in the X-1A (a photograph of which appeared in Flight of December 4th) represents a Mach number of about 2.5, equivalent to 27 miles a minute. These achievements, important though they are, cannot of course qualify as official world speed records, because of the height restrictions which still apply to such attempts. It can nevertheless be rightly claimed that Major Yeager is now once again the fastest man on earth. He qualified initially for this tide on October 14th, 1947, when he first exceeded the speed of sound in the Bell X-l, predecessor of the present X-1A. Records for Ambrosini AT Ciampino Airport, Rome, on December 5th, an Ambrosini *» Super VII flown by Ing. ,G. A. Ferrari set up two new closed-circuit records for aircraft in category C-l-c (light aircraft, 2,205-3,855 lb a.u.w.). In the 100 km closed circuit, the speed attained was 260.664 m.p.h. (419.482 km/hr), the previous record having been set up in 1951 by Italy with the earlier Ambrosini S. VII at 222.848 m.p.h. (358.637 km/hr). In the 500 km closed circuit, the speed was 255.848 m.p.h. (411.701 km/hr), breaking the 1951 record set up by Russia with a Yak 18 at 156.479 m.p.h. (251.823 km/hr). The new records have yet to be confirmed by the F.A.I. The Super VII is powered by a D.H. Gipsy Queen 70-4 engine of 340 b.h.p. driving a D.H. airscrew. Britannia Production at Belfast ALTHOUGH the period from design to first production delivery of Britannias looks like being creditably short, some concern has been felt about the rate at which these large aircraft could be produced and delivered by Bristols to meet the sub stantial orders expected. The important announcement made last week that a second assembly line is to be set up at the Belfast factory of Short Bros, and Harland, Ltd., sets such fears at rest. The parent company has issued a brief official statement to the effect that an agreement has been made with Shorts to prepare capacity for production of the Britannia at Belfast, and it is learned that the plan will eventually provide for a duplication of Bristol production at Short's factory. Bristol's capacity is about 25 Britannias a year, and in addition they will now produce components—up to 50 per cent—for assembly with Short-built parts on the new line. Shorts may in turn reciprocate by exporting otiier components to Bristol. The first Belfast Britannias should leave the production line during 1956. The agreement does not entail an order from Bristols for a definite number of aircraft; instead, it provides for the integra tion of Short's production capacity with that of the parent com pany, so increasing the potential output and permitting quicker deliveries. Additional official information is that an exchange of informa tion and drawings has already taken place and the preparation of an assembly area in Short's works is in hand. Substantial addi tions will be made to the erecting shops at Belfast where, as we recendy mentioned, Canberra and Comet production is under way in addition to a good deal of other work involving the com pany's own aircraft. This work will not be affected by the new plans. It is not yet known to what extent the maritime-reconnaissance version of the Britannia, which is to be built in Canada, will differ from the civil transport; but the aircraft will be similar enough for the products of the Canadair Company at Montreal to be reasonably regarded as a third Britannia production line. So far 33 firm orders have been received for Britannias, all for B.O.A.C. They provide for fifteen Mk 100s, ten Mk 300s, five Mk 250s and three of one or other of the long-range types. In addition, B.O.A.C. have a provisional order for two more aircraft to bring the total to 35. Qantas have issued a letter of intent for six Britannias, and the Bristol company have indicated that seven other airlines are negotiating with a view to ordering fleets. Their orders together would total 51 aircraft, bringing the potential figure to 92. The seven "other airlines" have not been named, but had any of them been American we believe the fact would have been disclosed. B.O.A.C. expect to receive their first aircraft at the end of next year and to put them in service during May of 1955. The Britannia THE BRISTOL BRITANNIA, orders for which—firm and potential—are approaching the hundred mark. As recorded below, an assembly line is being inaugurated at the Belfast works of Short Bros. Ltd. prototype, which is part-furnished, has carried, among others, B.O.A.C. and Qantas representatives and—not without interest— the A.O.C-in-C. Transport Command, Air Marshal C. E. N. Guest. The second Britannia was to have made its first flight last week, but so far weather has not been suitable. It will almost certainly have flown by the time these words are read. The first few Britannias for B.O.A.C. will have Proteus 705 engines, but Proteus 755s will supersede them as soon as they are available. The 755 differs only in detail, having minor modifica tions to reduction gear and bearing cooling, but it does make provision for cabin pressurization by tapping its compressor. The first Britannias will be fitted with Godfrey blowers. The power output of the Proteus 705 (which is derated) is 3,250 s.h.p. plus 1,200 lb thrust, equal to 3,680 e.h.p., and of the Proteus 755, 3,650 sh.p. plus 1,200 lb thrust, equal to 4,150 e.h.p. In Memory of C.G.G. A MEMORIAL service for Mr. C. G. Grey has been arranged at Christ Church, Down Street, London, W.l, for 12 noon on January 13th. The funeral took place privately on Monday, December 14th. Only members of the family were present and there were no flowers by request; it is the wish of the relatives, however, that donations may be sent to the R.A.F. Benevolent Fund. R.A.E. Recollections THE Royal Aircraft Establishment first occupied its present site (as the Royal Aircraft Factory) in 1904. Thus it was almost a 50-year anniversary for the R.A.E. itself when, a week last Monday, a dinner was held to mark the anniversary of the Wright brothers' historic flight. On the anniversary occasion, members of the Establishment's senior staff met to entertain many of the pioneers who had known and worked at Farnborough in its early years. The only "interlopers" (to quote Mr. A. A. Hall, M.A., F.R.Ae.S., R.A.E. director and chairman for the evening) were Sir James Helmore and Sir Henry Tizard—and also, it may be added, a discreet brace of journalists. The Director's Mess, where the dinner was held, had been specially decorated for the occasion with photographs, models, lampshades made from old photographic prints—and with impec cable taste. Outside the entrance stood B4897, a genuine, full- size S.E.5A, while inside, after an excellent dinner had been enjoyed, Mr. Hall proposed the health of the guests. Although some of the distinguished men invited had been unable to attend, he said, the early pattern of progress in British aviation had been formed to a large extent by many of those present. After reading extracts from an historical document entitled Orders for the Guidance of Heads of Departments ("All complaints are to be made in writing to the Instructor in Balloon ing"), the director went on to outline the significance of the Wrights' flight and to mention some of the Establishment's early designs and experimental work. A fascinating film, taken in 1908 and showing a number of flights by Wilbur Wright and Col. S. F. S. Cody, was next shown. Odd snatches of additional information could be heard as guests identified themselves or their colleagues in particular scenes. A number of impromptu reminiscences of the early days were then given by various people, recollections which were no less amusing and interesting to a writer who was not yet born at the times described. Particularly emphatic impressions were recalled by Sir Melvill Jones, Sir George Thomson, Sir Henry Tizard, Sir Geoffrey Taylor, Major F. M. Green, and Sir William Farren (who described how he was once sacked from R.A.E. but held no grudge against anyone—in fact, it had proved a most progressive step). After a second film had been shown, illustrating aircraft types and scenes of the 1920s, discussion and reminiscence continued. "Those were the days" had indeed been the evening's theme.
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