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Aviation History
1954
1954 - 0647.PDF
and AIRCRAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2355 Vol. 65. FRIDAY, 12 MARCH 1954 ED/TOR 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 3595 (2 lines). GLASGOW, C2 26b, Renfield Street. Telegrams, lliffe, Glasgow. Telephone, Central 1265 (2 lines). SUBSCRIPTION RATES Home and Overseas: Twelve months £3 3s.0d. U.S.A. and Canada, $10.00. BY AIR: To Canada and U.S.A., six months, $16. IN THIS ISSUE : News of the Week - 282-286 Views on the Helicopter 287 The Helicopter Instructor 289 Rotors over the Jungle - 291 Helicopters 1954 - - - 293 Helicopters at Work - 309 The Bleriot Lecture - - 313 Rotary-wing Power - - 318 Accelerated Development and Delivery I N announcing the plans to speed-up aircraft development (on our late-news page last week) we remarked that there was nothing novel about the proposals. The Minister's reference to "new" arrangements meant simply new as a Ministry of Supply prac tice. In America it has been customary for a long time to order a sizeable number of prototypes of selected new military aircraft. It has been clear for several years past that considerable advantages were to be derived from the ordering of what amounts to pre- production batches rather dian two or three prototypes. That this has seldom been done is indicative only of a lack of money and, to some extent, a short-sighted view. We cannot blame anyone for the former. So far as the short-term outlook is concerned, it probably took time and study to con vince those concerned solely with money that to spend heavily on even a good risk—to back a paper design in fact—was a reasonable action and one which, in the long run, would result in an overall saving. Late in coming though the decision is, it is neverthe less warmly welcomed by the industry. How many prototypes should be ordered clearly depends upon the individual aircraft. Generally speaking, twenty or thirty fighters would be a reasonable compromise number allowing for initial development of airframe and power installation and then—simul taneously—controls, engines, radar equipment, weapons and the whole as a Service weapon. Experience has also shown that a margin has to be allowed for one or two prototypes likely to be lost through accidents. In the case of large aircraft five to ten prototypes may be a fair target number. Air frame and engine manufacturers, radar equipment makers and Service establishments will still have a call on them, but their size and carrying capacity will permit several kinds of trials to be undertaken on a single flight. We would here state our agreement with Sir Roy Dobson that a great deal of time and expense can—and should—be saved by even more extensive testing of systems and equipment on the ground, in advance of the first flight and afterwards. Many an aircraft has been sadly delayed by a few items of equipment delivered late or found wanting at the flight-trial stage. Equally serious is the case of the bomber or fighter introduced into squadron service while still lacking so much of its essential military equipment that it is no more than a peace-time vehicle. Lack of co-ordination in produc tion and delivery of aircraft and their military equipment is doubly serious, for the presence of outwardly complete aircraft with Service markings at airfields around the country can lead to dangerous complacency. The bomber that cannot bomb and the fighter with operational limitations are little more than hollow mock-uppery. Helicopters should be Included T HIS special number is a most appropriate one in which to consider helicopter development in relation to this newly adopted speed-up scheme for high-priority aircraft. We believe that many readers may be more than surprised to discover from the review on pages 293-308 just how many types of helicopters are flying—particularly in America. And even this review cannot bring home the very large numbers or indi vidual well-developed designs now in operation with the American forces. Certain it is that although the rotorplane will not replace entirely any type of fixed-wing machine it is essential in certain military roles, and without doubt it is needed for civil duties as well. For the next several years it alone will be able to tackle work requiring hovering and vertical lifting. Features in this issue of Flight indicate that, while most promising designs are being developed by British manufacturers, the country is far behind the Americans in scale of production and application. Recent remarks by Mr. Peter Masefield and, last week, by Lord Douglas, make it clear that B.E.A. may seek to continue its trials and operations with some new American machines while waiting for British types. If British development is to catch up with that of America, or even keep in step closely behind it, a change of attitude will be required. More research will have to be authorized and more prototypes ordered: enterprising designers will have to be encouraged to take Comet-leaps ahead. D
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