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Aviation History
1956
1956 - 0927.PDF
FIRST AERONAUTICAL WEEKLY IN THE WORLD FOUNDED 1909 and AIRCRAFT ENGINEER No 2477 Vol 70 FRIDAY 13 JULY 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.1 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 7677 79 Scorpion and Screamer Valiant SilencerEnd-of-Course Get-Together at C.F.S.80 Flight-testing the Pasotri Airone F.6 82 Three-fold Air Survey84 World Gliding 88 Fighter, All-weather, Mark 194 Power to the Navy's Elbow 96 British Executive Flying97 AntonovAN-2 Friendship— ^ , TAKE an efficient airframe, employing the Redux technique, and match it toa pair of Rolls-Royce Dart turboprops. Specify accessories and componentsby Rotol, Dowty, Dunlop, Aero Research, Smiths, Standard Telephones, Fibreglass, Godfrey and Rumbold, and add the happy title of "Friendship" to the patronymic "Fokker." The sum total is a world challenger. Was there ever, indeed, an aeroplane which set out on its career under such auspices as does Fokker's new transport? Small wonder that a constructional licence should have been snapped up by Fairchild of America (a company, incidentally, with an unsurpassed reputation for "productionizing" an adopted design), and that within six months of the prototype having flown the same number of airlines should have placed firm orders. To Fokker and Fairchild, obviously, the Friendship means good business; but the promised reward of our own suppliers is not, we believe, fully appreciated. We have Fokker's own assurance that British contributions represent some 30 per cent of the Friendship's total cost, and in their view the signing of the Fairchild contract means that we should export to the hard currency area some ten million pounds' worth of our products. This estimate they base on a series of 150 Fair- child-built Friendships—a figure which may handsomely be exceeded if (as seems distinctly possible) the U.S. Armed Services should adopt the machine for trans- port duties. While congratulating Fokker on their shrewd business sense, on an uncommonly fine aircraft, and on its early recognition by international operators, we are bound to remind them—as good friends—that they are not alone in the field. Handley Page are after them with the Herald, and Aviation Traders will soon be following with the Accountant. In the U.S.A., Mr. Jack Frye's Safari will present a challenge of its own. Meanwhile, we rejoice in an old comradeship, a new Friendship, and a closer partnership. . . K — and Partnership ASECOND transport of Continental design and construction, and onewhich appears hardly less promising than the Friendship, is the beauteousand capacious Caravelle of France's Societe Nationale de Constructions Aeronautiques du Sud-Est. The Caravelle truly represents an entente cordiale in that the entire fuselage nose-section, complete with cockpit, is that of the Comet, and the twin turbojets are Rolls-Royce Avons. Moreover (as diligent readers of last week's special issue will be aware) the company was able to draw upon de Havilland's Comet experience in designing several of the systems and structural components. The equipment inventory already includes important items by Lockheed, Dunlop, Hobson, Venner, Teddington, Self-Priming Pumps, Flight Refuelling and Graviner, and if and when other engines than the Avons are demanded these may well be Conways or Olympuses. While it should not be inferred that Britain's contribution to the efficiency and sales-appeal of foreign aircraft is restricted to the Friendship and Caravelle, these two machines undoubtedly represent a new high level of co-operative effort. In America, of course, there are parallel instances, though primarily in respect of powerplants, and those licence-built rather than imported. But the time may not be far off when remunerative shipments of British-built engines and associated accessories will begin to be made to several American aircraft plants. The Conway application in the Douglas DC-8s for Trans-Canada Air Lines may well prove to be the first swing of a strong westward tide; and though that unique by-pass engine would, of course, command the very crest of the turning wave, it might easily find itself in company with Bristol Olympuses, Rolls-Royce Tynes and Napier Elands, Oryxes and Gazelles.
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