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Aviation History
1954
1954 - 0193.PDF
and AIRCRAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2348 Vol. 65. FRIDAY, 22 JANUARY 1954 EDITOR 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, Autopress, Birmingham. Telephone, Midland 7191 (7 lines). MANCHESTER, 3 260, Deansgate. Telegrams, lliffe, Manchester. Telephone, Blackfriars 4412 (3 lines). Deansgate 3S95 (2 fines). 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: Cathay Pacific ... - 88 Preserving Historic Air craft 91 Ringing the Changes - - 93 Manoeuvrability at High Speed 94 de Havilland Heron - - 97 Ground Work for Air Safety 105 And Now Rubber Spray ing 106 Historic Aircraft: The Crucial Moment T HE first step is often the most difficult one to take. We are hopeful that the purchase of the R. G. J. Nash private collection of early flying machines will be a start from which much more will spring in the future. The importance of the plan to acquire these machines—a decision upon which the Council of the Royal Aeronautical Society are to be congratulated—is that a nucleus of a national collection is thus formed. We have for some time advocated such a move, explored possibilities and pleaded, as an interim measure, for the preservation of historic aircraft wherever they may be. Eight irre placeable veterans, privately collected and cherished, are now assured of continued careful preservation; around them we hope and believe will be collected others. Obviously, a collection of this kind must not be allowed to become merely a hoard. Selection should be an honour accorded only to the most outstanding aircraft (and engines), and means of exhibition and, in some cases perhaps, occasional demonstration, should be sought. The care, maintenance and housing of the machines and others which may join them will, however, present a problem and involve expense. The Royal Aeronautical Society has, we believe, a certain responsibility to both the aircraft and to the younger generations of airmen who will wish to see and wonder at the strange devices from which have sprung, and will spring, the weapons and carriages of each succeeding decade. But while this responsibility could be in no better hands, such work of preservation is not among the primary objects of the R.Ae.S., nor has the Society hitherto been regarded as equipped to preserve aircraft. On the occasions of its annual garden parties it has certainly presented some of them, statically or in flight, in an admir able manner with the co-operation of the owners and generous assistance from various aircraft companies. Many of the problems surrounding the establishment of a national aircraft collection, and some possible solutions as well, are discussed in an article on page 91. The extent of the work which the Society can undertake following its first welcome step will depend to a large extent on the help and co-operation it receives from the Air Ministry and the companies in the aircraft industry. For various reasons—lack of storage space, absence of owners or others responsible, and, of course, enemy action—a depressingly large number of outstanding veterans were destroyed or otherwise lost between 1939 and 1945. Lately a greater sense of respon sibility and affection for "old crocks" has sprung up again. But there has been little co-ordination of effort and funds have been short. Several organizations and individuals are interested, and the R.Ae.S. might find that a meeting called to discuss the possibilities of a national aircraft collection would produce worth-while results and offers. Future generations will have cause to be grateful for the lead now given, particularly if, as we hope, it directly or indirectly brings about the better preservation of outstanding machines of each period and a greater sense of responsibility towards our tangible aircraft heritage. A Place for Models We have been asked if exhibition space could possibly be found for anything like a representative collection of aircraft, and also how gaps in the ranks of outstanding aircraft could be filled. There are answers to these questions and ample precedents for our sug gestions. Certainly it would not be practicable to preserve more than a few actual aircraft, but the skill of model makers is such that scaled-down versions could be built which would be at once true representations, instructive in every detail, and delightful workmanship in themselves. Models already to be found in the Science Museum, the R.U.S.I., and the reception halls of several aircraft manufacturers come at once to mind. The task of selecting the aeroplanes to be preserved "in the flesh" would be an unen viable one; but, on the other hand, every design with a claim to fame could reasonably be represented by a scale model—each, we would suggest, being to the same scale. In one or two instances the building of exact, full-scale replicas would be justified, and what an excellent exercise for a technical school or similar body—like going to sea in sail! The first aeroplane of all, after a long sojourn in the Science Museum, was returned to its country of origin, and a replica, perfect in every detail, built by the de Havilland Technical School, replaces it in London. Thus the Wrights' machine is in effect still with us.
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