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Aviation History
1955
1955 - 1030.PDF
142 FLIGHT, 22 July 1955 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 toriters, not necessarily for publication, must in all cases accompany letters. First Jet Over the PoleS OME time ago there appeared in an issue of Flight a paragraphon the need for accuracy in the claiming of achievements in aviation. I think you used the example of the Trent Meteor versusthe Convair XP-81, in the question of which one first flew on turboprop power.The reason for this letter is that I believe the claim that the Canberra Aries was the first jet aircraft to fly over the North Poleis wrong. I have a news clipping taken from The Daily Telegraph some-time during 1953, which states: "Achievements by Boeing B-47 six-jet bombers, including the first jet flight over the North Pole,were disclosed yesterday by the U.S.A.F." The flight was made from an air base in Alaska, circling theNorth Pole and returning. Leicester. P. DONOGHUE.[Asked for confirmation, the U.S.A.F. inform us that the flight in question was made on an unstated date in 1952, though thenews was not released until about a year later. The B-47, com- manded by Col. Richard C. Neeley, is stated to have taken offfrom Eielson A.F.B., near Fairbanks, Alaska, and to have circled the Pole. The Aries flight was made across the Pole from Bardu-foss, Norway, to Fairbanks, and claimed as "the first jet trans-polar flight."—F " Early Service Airships . - c From Lord VentryS OME additional facts concerning the photograph, on page 12of your July 1st issue, of the car of Beta II: The pilot shown is the then Lt. S. J. N. Fletcher, R.F.C., and the observer the thenLt.-Cdr. N. F. Usborne, R.N.; in the foreground is Sgt, Barnes, R.F.C., an airship pilot. This ship, with a 43-50 h.p. Clerget, had a speed of 37 m.p.h.The photograph shows her starting for the 1912 manoeuvres. She made a forced landing some 30 min after—the rudder controlcarried away—but without damage. The old Beta had a 35 h.p. Green and a speed of 27 m.p.h.This ship was Baby enlarged, and flew for the last time in August 1913. Beta II first flew in September 1912, and after seeingservice in Belgium in the winter of 1914-15 finished up as a school ship at Barrow, her car finally being slung under an S.S.envelope. Bournemouth, Hants. VENTRY. "History and Secrecy" TN your issue of May 20th, "Subtype" raised the question as to•*• which aeroplane is entitled to be called "British Army Aero- plane No. 1," Cody's or Dunne's? To answer this question, I must start at the beginning. Inthe spring of 1903 Cody flew in his man-lifting kites over the fleet at Portsmouth at 1,000ft and published an article about his experi-ments in the July 1903 number of Pearson's Magazine. In this article he called his kite an aeroplane, and stated that he intendedto play a part in the conquest of the air, and "would achieve hcavier-than-air powered flight if only he had a suitable engine."In the following year he demonstrated his kites to the Army at Aldershot, and this so impressed the War Office that he wasemployed by them as "kiting instructor." He immediately asked to be allowed to instal an engine in a kite, but was refused per-mission. Instead he designed the understructure, control surfaces and powerplant in the first military airship, Nulli Secundus I.He built at least four types of gliders—one tailless—and Royal Engineer officers flew them at Burn Hill, Caesar's Camp, Aider-shot, from 1904 onwards. In 1906-7 Cody obtained the first of the 12 h.p. Buchet engineslater used by Dunne. Fitting a kite with this engine, front eleva- tors and an undercarriage, he flew it in 1907 for A\ minutes onFarnborough Common. This was the first pilotless petrol-engined flight in England. He then obtained permission to build BritishArmy Aeroplane No. 1, which made the first flight in this country on May 16th, 1908, and the following year flew for over an houracross country, creating a world record. When Lt. J. W. Dunne came to the Balloon Factory he experi-mented secretly, and Mr. Percy Gurr was appointed his assistant. His glider was built in pieces in the factory and assembled behindlocked doors by Dunne and Gurr. At that time I was employed at Aldershot Station by the L. and S.W.R., and personally arrangedthe transport of the Dunne gliders to Blair Atholl, where they were tested in secret conditions, the place being guarded by theDuke of Atholl's private army. L. D- L. Gibbs flew the monoplane glider and landed on his dangling legs, there being no undercarriage. The biplane gliderwas fitted with skids and Col. Capper (the late Sir John Capper); made one soaring glide in it; but it never flew with power at'Blair Atholl as it crashed when being launched. It was fitted with two 12 h.p. Buchet engines driving two metal propellers,the drive being by heavy flat leather belts driving factory-type v pulleys. The engines gave endless trouble and never developed Lmore than 8 h.p. each; one or other always stopped as soon as they were running together. They were afterwards fitted to the Babyairship and the same thing happened again. In the autumn of 1908 the Dunne 2 was fitted with a 25 h.p. R.E.P. engine stilldriven by flat leather belts—one crossed—but it never really flew, although it is said that it hit a mound and bounced for fortyyards; Mr. Gurr tells me that it did not fly at all. The Marquis of Tullibardine, later the Duke of Atholl, wrote*an amusing letter to a friend in which he describes how he was: tied into the machine and taken to the top of a 2,000-ft cliff, with-the intention of diving over the top, "as we were certain that the - thing would fly if we could only get it high enough. Just beforestarting I looked down and saw a white spot beneath me. On turning my glasses on it I saw that it was a doctor spreading out agroundsheet and getting his appliances all ready. But an all-wise providence blew the machine over and we never started." I think that disposes of the claim that a power flight was madein 1907, and as Cody made his historic flight in May 1908— before Dunne had fitted his R.E.P. engine—the honour of beingnamed "British Army Aeroplane No. 1" must rightly be given to Cody's machine. J. W. Dunne has never received the honour his great workdeserved. Like Cody, he was "sacked" by the War Office just when success was within his grasp, and there is little doubt thathad he been—again like Cody—given an engine of sufficient horse- power his machine would have made a wonderful militaryaeroplane. Given a proper engine his machines flew, and flew well, andwere the most stable aeroplanes in the world. Surely he also should be given the credit for inventing the principle of the"swept-back" wing now used by every country in the world? Virginia Water, Surrey. G. A. BROOMFIELD. Sky-Shouting ^W E read with interest your leading article [July 1st] on adver-tising by loudspeakers on aircraft. For many years we have been active in the field of aerial advertising. We have towedposters, flying saucers and "giant packs" and have flown over London with "CHEERS, WINSTON" in flaming red neon. Eyerysummer round the coasts of Britain our aircraft display various slogans for national advertisers. Despite the hundreds of hours flown, never has there been acomplaint from the public. On the contrary, they are intrigued when they see these giant posters sailing through the skies.Last January we commenced experiments with "sky talkies." The public reaction was fantastic! Police called at the aerodrome,complaints rolled in from all quarters. Local papers gave it space arid it was generally considered an intolerable nuisance. One oldgentleman thought it was judgment day and dropped his spade and ran into his house. He was very upset indeed. We discon-:;;tinued this form of aerial publicity in February. In our humble opinion it should be confined to the Mau Mau. London, S.W.I. S. PEARCE-SMITH, Aviation Manager, Aero Publicity. July July July July July t July Aug. Aug. Aug. Aug. Aug. Aug. Sept. Sept. Sept. Sept. Dec. 20-24. 23 23. 23-24. 23- Aug 1. 24. 6-7. 13-18. 15-26. 19-20. 21. 27. 3.3-S. 5-11. 12-18 16. FORTHCOMING EVENTS Venice: Fifth International Aeronautical Exhibition. R.N.A.S. Brawdy, Pembrokeshire: Air Day. R.N.A.S. Ford, Sussex: Air Day. Alessandria Aero Club: Air Rally. National Gliding Championships, Lasham, Hants. Vintage Aeroplane Club: Garden Party. Dieppe Air Rally. Fourth Air Tour of Switzerland.Commonwealth Survey Officers' Conference, Cambridge. R.Ae.C: Fourth National Air Races Meeting and Lockheed Aerobatic Trophy Competition, Coventry. Northamptonshire Aero Club: At Home. R.N.A.S. Anthorn, Cumberland: Air Day. Leicestershire Aero Club: Air Display. U.S. National Aircraft Show, Philadelphia. S.B.A.C. Show, Farnborough (Public Days, 9th, 10th and 11th). Battle of Britain Week. London Airport inauguration by H.M. the Queen.
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