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Aviation History
1954
1954 - 2424.PDF
IF we in Britain are forbidden to wave the Union Jack for the annual Display of the Society of British Aircraft Constructors, then we may as well leave it furled for the rest of the year; for "Farnborough" (by the name of which airfield the display is known the world over) is the expression of our nation's will to lead in the air, to triumph over set-backs, and fulfil her destiny. So we shall wave the flag without shame; and the flag being a militant symbol— and British weapons having so far secured our survival—our fighting aircraft shall be our first \4 concern. Among these the massive English Electric P.l and tiny Folland Midge (prototype of the Gnat) now take their places; and though they differ vastly in concept, if not in purpose, it is safe to predict that they will impress equally by their ingenuity of design and standards of performance. As for the now-familiar Supermarine Swift and Hawker Hunter day inter- cepters, and the long-range, all-weather Gloster Javelin, the testimony of the United States Air Force that these are "in the top flight" is sufficient; and though it is not permissible to support this generous assessment with actual performance data, it can be claimed with certainty and pride that the Swift and Hunter, with their armament of four 30mm Aden guns, deliver a far greater volume of fire than their foreign counterparts. It is reasonable to assume that the Javelin will not be despatched into storm and darkness to deliver a lesser punch. Production of our four-jet medium "V" bombers—the Vickers Valiant, Avro Vulcan and Handley Page Victor—goes forward at an increasing rate, and the first Valiant squadron may be taking its place in the R.A.F. order of battle within a matter of weeks. And as the Valiants flow out to the squadrons, the Vickers Type 1000 strategic military transport, characterized by superb aerodynamic design and by the first installation of Rolls-Royce Conway by-pass turbojets, will emerge for trials. Likewise built to serve the armed forces, the Beverley "pan technicon" of Blackburn and General Aircraft is capable of serving economically with any of * a variety of airscrew-driving power plants. Being a maritime nation we take pride and reassurance that the Fairey Gannet and Short Seamew carrier-borne aircraft are as technically brilliant as they are operationally effective; and as these submarine-killers clear the depths, so will the twin-Avon Supermarine 525 and D.H.I 10 deck-landing fighters sweep the heights above. We commend to readers also the Hunting Percival Jet Provost trainer—not the fastest jet trainer, and not the smallest; but in its own class, we believe, the best. No wholly new airliners will be taking the Farnborough air this year, though there is excellent news from the civil market. Best of all is America's ungrudging acclamation and acceptance of the Vickers Viscount—a pleasing and practical vehicle in anybody's language, and one which is carrying our national prestige to new heights on turboprop power. And as the Viscount order book fills, so Bristol's great Britannia—likewise with turboprops—promises no less resounding a success. As a nation, our faith still abides in the ultimate triumph of the pure-jet de Havilland Comet, the Series 3 version of which (to be flown at Farnborough) transcends the performance of its smaller, less powerful predecessors. Among the helicopters at present in being there are no wholly new types, but development of some uncommonly interesting and promising power plants is already under way for some novel designs, varying greatly in size and configuration. Meantime accepted types, notably the Bristol 173 and Wesdand Sikorsky S.55, are finding increasingly wide acceptance in civil and military fields. Now, having waved the flag, we bang the drum. The great show is at hand, and through these pages will pass the traditional cavalcade of Britain's aircraft.
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