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Aviation History
1954
1954 - 2262.PDF
13 August 1954 217 CORRESPONDENCE The Editor of "Flight" does not hold himself responsible for the views expressed by correspondents in these columns; the names and addresses of the writers, not necessarily for publication, must in all cases accompany letters. I Preserving a True Spitfire AM happy to be able to assure Mr. Jenkins, who wrote in your issue of July 9th, that we are now the proud owners of the Spitfire to which he refers in his letter. We started negotiations for the purchase of this aircraft some time ago, and it will shortlly be in our hangar at Chilbolton. Although this machine actually has a civil registration we intend to keep it as a "true veteran'Viffits correct Service markings and with its original serial number. A. Cdre. Wheeler has done a great service in preserving thisJaeroplane, for specimens of such an early mark of Spitfire are.J(ibw virtually impossible to obtain. We hope to give Mr. Jenkins the pleasure of seeing this machine again on future occasions and I, incidentally, look forward to the pleasure of flying it. Hursley Park, Hants. JEFFREY QUILL. Vickers-Armstrongs, Ltd., Supermarine Works. Aircraft Exhaust Silencing I HAVE read with much interest the discussions in Parliament on the above subject and the many letters of protest which have appeared in the daily Press. Every scientific advance generally seems to cause much destructive criticism, helpful suggestions usually being absent. I remember well that, when M.Bleriot flew the Channel in 1909, a quite well-informed lady said to me that it was a wonderful achievement, but she was quite certain that if God had meant us to fly He would have given us wings; and therefore it was quite wrong to fly and mast never be done again. j May I remind your readers that I was responsible for a highly successful demonstration at Hanworth Aejodrome, Middlesex, in September 1934, when, in front of all the appropriate authorities, a number of well-known single- and twin-engined aircraft were flown at varying heights. The engines were fitted with exhaust silencers, designed and made by my private company, C. G. Vokes and Go., Ltd. At 2,000ft, generally speaking, the machines were inaudible from the ground and, 0b quote a contemporary report: "With the silencer there was very little noise indeed, and when the machine was flying at 500ft aayone on the ground might quite well have been pardoned for thinking that it was only a motor car passing along a nearby road. The reduction of noise in the cabin was equally ouj&tanding, and conversation was easily carried on." The weight of the lixhaust silencer was very low. In one case it was only 16 lb, an<Mhe reduction in r.p.m., due to increased back pressure in the enjpne, was about 50. Further, a noise reduction of 30 decibels had been obtained with many different engines. It is also injcresting to note that approval for the fitment of silencers wasjiven by the Air Ministry at that time for a number of machines^* With a success of this nature 20 years ago, and the interveninaf years of research and development, I do not think there can-be any insurmountable technical problems to obtain either edually good, or probably better, results. I unflerstand there are a number of municipally owned aero dromes which have not been able to progress or expand because °h ^e no"se Pr°blem, and I sincerely hope this letter will give them the necessary incentive to tackle this problem. Holybourne, Hants. C. G. VOKES. Support for the" Clubs [iiE attention of my Council has been drawn to your issue of p< April 2nd, 1954, in which, under the heading "Royal Aero ^' 3 A.G.M.," you report it as having been stated in connection w' the Kemsley Flying Trust that "While interest in the light *£• plane clubs remains at a low level, the trustees are not able ? ' a? much as they would like to help towards an extension of • f "vmg club movement. On the other hand, the growing .?• ?st m gliding has called for a great deal of assistance from ™:- jundj which has been readily afforded and produced most e \ Uent and encouraging results . . ." , . Mention of my Council has also been called to the state- **£ in the official programme of the National Air Races held « oyentry on June 19th, 1954, in which it is stated that the " 'PA- lying Trust was endowed with a fund of £100,000 • •. dedicated to the cause of private flying through the medium 1948 1949 1950 1951 1952 1953 These A.B.A.C. figures show the progress of the flying-club movement. of the flying clubs. Many clubs have benefited from the trust, which has helped them to acquire aircraft and equipment on a long-term loan basis." The statements quoted above would seem to be somewhat contradictory, and furthermore my Council are aware of only one case during the last eighteen months in which clubs have benefited from the Trust ia the manner indicated, and can call to mind only five instances of our member-clubs having been so assisted since the Trust was formed in 1947. The level of interest in the flying-club movement is illustrated by the graph [reproduced above—Ed]. The figures for the year 1953 cannot bqCompleted until statistics have been received from all our member-clubs, but the present number of member-clubs of all gradraf is 91. It would be interesting if comparable figures were published by the British Gliding Association, whose work my Council holds in high regard, and towards whom we have the greatest goodwill. E. SOUTHERN, London, S.W.I. Secretary Association of British Aero Clubs and Centres, Ltd. [The statement referred to by Mr. Southern was contained in a direct report of the chairman's speech at the R.Ae.C. annual general meeting—Ed.] ""* Airliners in Warpaint H AVING read Mr. Hill-Reid's letter in your issue of July 23rd, and those of previous correspondents, I think I can give a little more information about Golden Fleece. ^^-**** In the summer of 1941, about July, I was attached to R.A.F. Station, Calshot, for 14 days to act as locum whilst the station equipment officer was on leave. One of the jobs I did during my stay there was to "write-off". Golden Fleece; so this aircraft, at least, must have been takear over by the Air Ministry. Unfortu nately, memory growsidtfn after so many years have passed and I am unable to recali.-the circumstances which brought about the loss of this aircraft, though I have a hazy idea she was wrecked at Lisbon, as suggested by Mr. Hill-Reid. Maidstone; Kent. NIAL C. PALMAR. PERHAPS the following information will be of interest to Mr. Alan Hill-Reid of Singapore (Correspondence,Jeiy 23rd, 1954). In 1940 the three Imperial Airways "Grenadier" Class Short S26/M flying-boats were taken over bsdifle Air Ministry and were known as "G" Flight, consistin*»*6f Golden Fleece (X8274), Golden Hind (X8275), and Golden Horn (X8273). Each was fitted with three four-gun Boultsa* Paul turrets, and eight bomb racks under the wings. In March 1941, the^iit became No. 119 Squadron, R.A.F., but ' fg December 1941, reforming in April 1942, -equipment took place in September 1942 with the squadron disbanded once again on April was disbanded dv widi Catalinas. Sunderlands affd 17th, 1943*?*^ The uaft reformed in July 1944, with Albacores from No. 415 Squadron, R.C.A.F., and operated on anti-submarine patrols off the Belgian coast, using, from January 1945, Swordfish aircraft in addition to the Albacores. London, N.10. P. M. H. LEWIS.
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