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Aviation History
1954
1954 - 1201.PDF
30 April 1954 535 THE ULTIMATE* Ever since the first Gloster Meteor appeared to a 1940 specification, the type has been progressively developed to meet a variety of requirements. Perhaps the last basic type will be the 50ft- long Armstrong Whitworth Meteor NF.14, one of which is seen leaving the maker's airfield at Bitteswell. Incorporating the new radar and filleted fin of earlier marks, the NF.14 has a clear-view canopy and other modifications. A Radar Association Gathering S PEAKING at the recent eighth annual dinner of the Radar Association, Professor A. C. D. Lovell, O.B.E., B.Sc, Ph.D., F.Inst.P., said that he was amazed to find that, despite war-time development and use of radar navigational aids, there were still cases of aircraft crashing into hills. The Association, which was well equipped to function in the role of an advisory authority, should exert its influence in the maritime and aviation fields in an attempt to ensure that ships and aircraft were effectively equipped with radar navigational and safety devices. Air Chief Marshal Sir Philip Joubert, K.C.B., C.M.G., D.S.O., drew attention to the manoeuvrability of modern bombers, which could turn "inside" the contemporary fighter, rendering it virtually useless as an interceptor. Fighter production lagged several years behind development. With the advent of the hydrogen bomb it was imperative that new methods of interception should be evolved, and among these early-warning radar must play a leading part. British science had given birth to the radar which played a vital part during the last war; now it must and would provide the equipment so essential to modern defence. A.V-M. D. C. T. Bennett, C.B., C.B.E., D.S.O., F.R.Ae.S., president of the Association, welcomed the many distinguished guests at the dinner. U.S.A.F. Contract for Flight Refuelling TT was announced last week-end that the American subsidiary •*• of Flight Refuelling, Ltd., has been awarded a £6m contract for the supply of flight refuelling equipment for the United States Air Force. Production will begin next month at the American company's Baltimore factory. The announcement of the contract follows the three-month visit to die U.S.A. made by Sir Alan Cobham, managing director of the British company, and extensive tests in that country of both the Flight Refuelling "probe and drogue" system and other methods. An uncommon use of flight refuelling—in this instance, prob ably the "flying boom" system—was reported last week. A U.S.A.F. B-47E had landing-gear trouble when about to go into Fairford, Glos, and, standing off while the crew endeavoured to lower the undercarriage, reduced its fuel supply to a dangerously low level. In response to a radio call a KC-97 Stratotanker was airborne from Mildenhall, Suffolk, and the B-47 successfully refuelled. With plenty of fuel to spare, the bomber was then able to orbit at low altitude, and eventually the landing gear was successfully extended. A report that "the crew went through the emergency drill for lowering the undercarriage" suggests that resort was made to high-g turns, which would be more practicable at low altitude. TWO NUMBERS TO NOTE A Special Feature of next week's (May 7th) issue of Flight will be a fully illustrated historical review of the work of the aero-engine side of Rolls-Royce, Ltd., who are about to celebrate the 50th anniversary of the birth of a great partnership—the meeting of Henry Royce and the Hon. C. S. Rolls. A Special Number of Flight is to appear three weeks hence, on May 21st— the annual Commercial Aviation number, containing features of value to airline operators and all others interested in the air-transport industry and its equipment. THE BIG HULLO: The crew of a U.S.A.F. Boeing KC-97G Strato tanker stand by their aircraft at Mildenhall, Suffolk, during a recent visit by A.T.C. cadets. It was a Mildenhall KC-97 which, as related on this page, fuelled a B-47E that was unable to land until an under carriage fault had been rectified by the crew. GUEST STAR: Having completed all 330 Meteors, the aircraft industries of Holland and Belgium are tooling up for a run of 460 Hunters and their Avon power units. At this ceremony at Schiphol the last two Meteors were handed over, and WT563, a production Hunter F.1 brought across by Frank Bullen, was shown to an interested audience which included Prince Bernhard of the Netherlands. firi v j r^p
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