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Aviation History
1954
1954 - 2328.PDF
W AIRC SHf and RAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2379 Vol. 66. FRIDAY, 27 AUGUST 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 3595 (2 lines). GLASGOW. C2. 26b, Renfield Street. Telegrams, lliffe, Glasgow. Telephone, Central 1265 (2 lines). SUBSCRIPTION RATES Home and Overseas: Twelve months « 10s. U.S.A. and Canada, $14.00. IN THIS ISSUE : News and Regular Features 258-264 Commonwealth Air _ Services 265 > ne Canadian Industry - 269 Aircraft of the Commonwealth—1954 277 Missiles in the Commonwealth 285 I he Commonwealth Air ,-, Forces 286 '' ne Australian Industry 291 ;dia and New Zealand 296 commonwealth Engines—1954 297 ancillary Companies - 298 Commonwealth Directory 305 Strength in Depth WITH this special number of Flight, the first ever to be devoted to the subject, we introduce the aircraft manufacturers of the British Commonwealth countries. In the past, references have regularly been made to the overseas operators and to the products of individual manufacturers; in the pages which follow are collected together concise accounts of the background—going back in some cases to the 1920s— and the activities today of the Australian, Canadian and Indian aircraft and engine constructors and of many of the flourishing ancillary companies wmeh support them. In addition, reference is made to the Air Forces and airlines of all the Commonwealth countries. That this Commonwealth "special" should appear one week before our Britain's Air craft Industry number and the S.B.A.C. Display and Exhibition itself is no coincidence; it has been our intention to complete the picture in the two issues, and to offer a "Farn- borough on paper" on behalf of the Commonwealth manufacturers, of whom only a few will be represented at the world's greatest air show. It is probable that the majority of our readers will be astonished at the extent and scope of the Canadian and Australian aircraft productive effort. Others who have been fortunate enough to visit those countries and see something of their aviation activities may still be surprised when they see all the main firms "on parade" together. We ourselves confess to have been taken back a little as we became better acquainted with company after company and learned more of their facilities and diverse products. The expansion—since the war as well as during it—has been nothing short of remarkable. To what does all this add up, and where is it leading? The easy-going British way of life, itself more eloquent than any speech in confirming our peaceable intentions is by no means a sign of weakness. There have been times in the past when the Commonwealth countries have been in grave danger, and there have been occasions, too, when bellicose nations have under-estimated the strength and determination of the British Common wealth. These things could happen again and under very different circumstances and conditions than in the past. The first aim, therefore, in both Canada and Australia—as is made amply clear in the accounts which follow—is to become self-sufficient in the provision of military aircraft. This has not yet been achieved, but both countries are perhaps half-way towards their goal. If they can get so far in peacetime, the records of the last war show clearly the sort of expansion that can be achieved in an emergency. The figures for wartime production of aircraft (both rate and numbers) quoted for almost all the companies will, we believe, be another source of surprise to many readers, even so long after the event. Neither Canada nor Australia has a large population and thus the biggest single difficulty is to find the money to support a sizeable and flourishing aircraft industry and a powerful Air Force. Sensible as tie conception of self sufficiency undoubtedly is, it does add to the cost of aircraft when only small numbers and low rates of production are required. This is the price of insurance, and it remains to be seen whether the premium will be too high when, as is becoming the case, bombers cost more than £lm each and fighters ££m. Both Canada and Australia are at this minute trying to decide what shall follow their respective variants of the Sabre fighter. While Canada has chosen Avro CF-105s eventually to replace the CF-100, Australia also seeks a successor to the Canberra. Canada apparently has no medium-bomber plans. It is natural that Canada should work in close co-operation with the great ally across the border, but it will not be to the exclusion of her ties with the home country. Many of her most flourishing aviation organisations are daughter companies or partners of British concerns. The same is true of those in Australia. It is in turn a comfort for us to know that, should these islands ever suffer atomic attack, great industries abroad to which some of the best British brains and hands have been dispersed would be ready again to take over with materials as well as men at any point where help were needed.
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