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Aviation History
1956
1956 - 0405.PDF
FIRST AERONAUTICAL WEEKLY IN THE WORLD FOUNDED 1909 and AIRCRAFT ENGINEER No 2464 Vol 69 FRIDAY 13 APRIL 1956 Editor MAURICE A. SMITH D.F.C. and BAR Associate Editor H. F. KING M.B.E. Technical Editor W. T. GUNSTON Production Editor ROY CASEY Iliffe and Sons Ltd Dorset House Stamford Street London, S.E.I Telephone • Waterloo 3333 (60 lines) BRANCH OFFICES Coventry 8-10 Corporation Street Telephone • Coventry 5210 Birmingham 2 King Edward House, New Street Telephone • Midland 7191 (7 lines) Manchester 3 260 Deansgate Telephone • Blackfriars 4412 (3 lines) Deansgate 3595 (2 lines) Glasgow C.2 26B Renfield Street Telephone • Central 1265 (2 lines) Toronto 2, Ontario 74 College Street Telephone • Walnut 4-5631 New York 6, N.Y. Ill Broadway Telephone • Digby 9-1197 SUBSCRIPTION RATES Home and Overseas • Twelve Months, £4 10s. U.S.A. and Canada, $14.00 in this issue 409 Duke of Edinburgh with Silver City 411 Laminar Flow at Radlett 413 The Galtier Delta Family 418 The Fleet Air Arm Trials Unit 421 Out and Down 422 The de Havilland D.H.9 — Part II 427 Postscript to the Tu-104 Tussle in IndiaW HEN we suggested last week that the Tu-104 jet airliner should be recognized as a serious commercial rival and not dismissed as some exotic creation of Soviet propaganda, we had in mind the Russians' clear resolve to sell their civil and military aircraft at every opportunity. Especially, we were aware of their eagerness that, following the precedents of the satellite states and Egypt, India's jet-bomber force should be equipped with Il-28s rather than Canberras. Calling for some dozens of machines, die prospective order, it was thought, might run to some £20 million and was thus a commercial, as well as a political, prize. Circumstances were favourable to Russia in that the Ilyushin bomber was cheaper than the Canberra in first cost, and early delivery could be guaranteed. Spares, according to one report at least, were to be thrown in for good measure. To Britain's advantage was the recognized technical superiority of the Canberra in terms of performance and versatility, and a long and amicable prelude of consultation and negotiation. A brief acquaintance- ship by Indian Air Force personnel with France's smaller, faster Vautour appears to have been no more than a light flirtation. India's choice demanded the shrewdest judgment, for it was recognized that Pakistan's continuing membership of the British Commonwealth could mean, in time of conflict, the total severance of aircraft supplies from the United King- dom. The personal approach of Marshal Bulganin and Mr. Kruschev added weight to the deliberations. Though as we write the Canberra contract still awaits signature (the Indian Government, indeed, has yet to make a formal declaration of its choice), there is near-certainty that the British machine has won the day, and that Indian squad- rons will thus receive the finest equipment now available in the twin-jet multi- purpose class. And though congratulations would as yet be premature, we may convey felicitations on a job well done. Meanwhile, we may hope that the pending contract—believed to call for the multi-role Mk 8 Canberra and possibly for T.4 trainers also—will not embarrass the production programme of English Electric's P.I supersonic intercepted a type (it may be added in the present context) which in its own good time may emulate the export record of the Canberra. The Clubs and IndustryA HEALTHY exception to the disappointingly slow general rate of progress of the Firms' Flying Club scheme is the lively first-year activity reported by the Vickers-Armstrongs Weybridge Club on page 434 of this issue. In only 12 months some 2,000 hours have been flown and 50 Private Pilots' Licences have been earned; and a still higher rate of flying is planned for the coming year. It is hardly surprising that the Vickers scheme has gained such great support from members (and would-be members—the original idea aroused the interest of over 600 employees), for the ninety-per-cent contribution of the company towards the cost of flying has certainly removed all financial objections to learning to fly— even for apprentices. More important than a particularly high rate of subsidy, however, is that firms should support a high rate of flying—should guarantee a number of hours large enough to make possible worthwhile results. The advantages of company club flying are several, the obvious one being the benefit an individual member receives in flying at reduced rates. Often overlooked, however, are the important advantages to the parent flying club of increased utilization of aircraft; and the real, if immeasurable, gain to the company in employing keen flying enthusiasts with an added interest in their job. The light flying movement as a whole also stands to gain new life from the works clubs. The Surrey club of Vickers has shown itself well representative of the best. The example is there for other companies—and employees—to follow. The present total of some 30 such clubs is not enough.
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