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Aviation History
1954
1954 - 1572.PDF
FLIGHT, 28 May 1954 The fitter in the picture above, working on one ofit.eA.C.P. Austers.has as an incentive the prospect of accompanying the pilot on a flight. The group picture shows the pilots of 1900 Independent A.O.P. Flight—(left to right) a visitor, Capt. J. H. Pike, R.A., Capt. P. ). Furse, R.A., Maj. A. D. Andrews, M.C., R.A., Capt. H. G. Horner, R.A., and Capt. T. J. Reynolds, R.A. In the lower view, three R.A.F. ground-crew (LA/C. D. E. Smith, S.A/C. T. Slim and L.A/C. D. Gobbett) are seen refuelling one of the Austers. Here there are no high-speed pressure refuellers. ARMY-R.A.F. TEAMWORK . . . and down over the covering ground, usually a low hill, reminding the passenger of a playful dog. The ground-crew are apt to tell the guest-passenger how pale he looks when he lands. Pinned to the wall of the Flight office is a small chart headed "Shooting the Cat"—a polite way of putting "List of People who were Airsick." Any new addition would certainly be in good company, including that of a certain subaltern who said, loudly, that no one could make him airsick. His name duly appeared on the list with "windy" against it. The Flight have recently started to build a hangar for its aircraft, which at the time of the writer's visit were parked in a barbed-wire compound. At night, the compound was patrolled by Army guard-dogs, an effective way of keeping the area clear of nocturnal marauders. No. 1900 Independent A.O.P. Flight has a history which is treasured just as much as those of any of the larger formations. The Flight was formed as "A" and "B" Flights of 657 Air O.P. Squadron at Woolsington, Newcastle, in January 1943. The two Flights, equipped with the new Auster Mk 3, left for Algiers after six months' training. Once in North Africa, they carried out further training until ordered to join the 8th Army in Italy. The ground-crews and stores were taken by sea to Naples and the pilots flew the aircraft across the Mediterranean from Tunis to Vasto. As soon as reorganization was completed, the two Flights were placed under the command of the 1st Canadian Corps and took part in all major campaigns of that period, including the assaults on Cassino, the Hitler Line and the Gothic Line. In March 1945 the Flights were withdrawn from Italy and trans ferred to Marseilles. They then travelled by road through to Belgium, where they once again came under the command of the 1st Canadian Corps, fighting in Holland at the time. They remained with the Corps until hostilities ceased in the same year. During die war, 657 A.O.P. Squadron carried out 4,444 shoots and earned a total of one M.B.E., nine D.F.C.s and eight Mentions in Despatches. In November 1945 the Flights returned to the United Kingdom with their Squadron and were placed under the operational control of the School of Artillery, for training and communication duties. Until the Squadron moved to Andover early in 1946, they were based at R.A.F. Station, Rolleston, near Larkhill. December 1946 saw the birth of 1900 A.O.P. Flight, a tide given to the amalgamated "A" and "B" Flights. Still with its mother squadron the Flight moved to Middle Wallop in 1948 and, two years later, became affiliated to the 3rd Infantry Division. In the following year 1900 was posted to the Middle East and carried out its normal duties until ordered to proceed to Hong Kong in March last year. Before the tip of Land's End dis appeared over the horizon, the Flight was basking under the new title of 1900 Independent Air O.P. Flight. It is now under the command of 40 Infantry Division, New Territories, Hong Kong. 695 HELICOPTERS: TOO MUCH CAUTION? U NABLE to be present at the recent ninth annual general meeting of the Helicopter Association by reason of an over seas visit, Mr. Eric Mensforth, C.B.E., sent to the meeting his presidential address (he had consented to continue in this office for 1954-55). In it he said that, though the Association had undoubtedly made material contributions to the increased aware ness of and interest in the helicopter by the general public, there was no room in Britain for complacency. Here was a wonderful challenge to create for our country both a new export industry and a means of speeding up our internal communications system. Could we go on waiting for twin-engined machines to prove routes and develop ancillary services when Sabena were already show ing, with die utmost courage and skill, what could be done with single-engined helicopters? We could not afford to be too cautious or to want to see every regulation worked out in advance. In a review of the past year's activities, Mr. Norman Hill (chairman, executive council) said that membership had increased, and that the Association's financial position had been improved both by the additional subscriptions and by generous donations from both individuals and firms. An accommodation fund had been opened in order that the Association might ultimately have its own premises; meanwhile, a generous offer from John Brown and Co., Ltd., had enabled them to move their office H.Q. to 4, The Sanctuary, Westminster. A ballot to fill the six vacancies on the council resulted in the re-election of Messrs. J. W. Richardson, C. C. Cooper and L. G. Frise, and the election of F. O'Hara, B. H. Arkell and F. T. Meacock. After completion of the official business there was a film show, the programme including Air Head—about the use of helicopters by the U.S. Marine Corps in Korea—and a film of the first flights of the W.S. 55, on which Mr. O. L. L. Fitzwilliams (Westland's chief helicopter designer) gave a commentary.
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