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Aviation History
1956
1956 - 1479.PDF
19 October 1956 633 ALIZE is the name of this new Breguet 1050 anti-submarine aircraft, powered with a Rolls-Royce Dart turboprop. (See news item on p. 643.) of the first flight-prototype, which will be a simplified "crane," isin hand, and the chairman reported that he was able to foresee the allocation of sufficient resources definitely to complete the projectto this stage. With the exception of the Eland gas turbines, which are being supplied on loan by Napiers, the Westminster will havebeen entirely financed by the company. The problem of silencing is already occupying the company's attention. The chairman also remarked that the Wessex (one NapierGazelle) will find "other Service applications" in addition to meeting the Navy's requirements for anti-submarine duties. Laterit will be made available to civil operators as a fourteen-seater. Whilst the Ministry of Supply has placed a development orderfor this aircraft, Westlands have agreed to make a considerable contribution towards the cost. The Whirlwind continues in fullproduction; the Widgeon is now available with full C. of A.; and the Dragonfly production run is practically at an end. Reference to a new Westland share issue is made on page 656. Mr. G. D. Duguid A MEMORIAL service for Mr. G. D. Duguid, M.A. (Cantab),M.I.Mech.E., M.I.M.I., A.I.B.A.E., late Principal of the College of Aeronautical and Automobile Engineering, Chelsea,was held last week at the Chelsea Parish Church of St. Luke. Mr. Duguid died on September 30. After demobilization from the Royal Artillery in the First WorldWar, Mr. Duguid went into residence at Christ's College and read mathematical science at the University School of Engineering.He joined the research department of the London General Omni- bus Company, and in 1925 became a member of the staff of theCollege of Aeronautical and Automobile Engineering. Air League at the Mansion House THE Lord Mayor of London, Sir Cuthbert Ackroyd, presidedat the luncheon given by the Air League of the British Empire at the Mansion House last Thursday, October 11. The EgyptianRoom was filled to capacity, but the traditional formalities treasured by many guests at luncheons and dinners at the MansionHouse were not all observed in the customary manner. After the toast of the Lord Mayor and Corporation had beenproposed by Air Chief Marshal Sir George Pirie, chairman of the Air League, the Earl of Swinton (who was Air Minister in 1935-38and Minister of Civil Aviation in 1944-45) rose to make the principal speech. This usually takes the form, year by year, ofa discussion of affairs with which the Air League is particularly concerned. One of these, said Lord Swinton, was the question of how muchthe country could afford to spend on defence. Because there was a limit, it was important that what could be afforded should bespent in the right way. Nothing could be worse than "the three Services, with a Ministry of Supply somewhere in the rear, liningup in a food queue and each of them getting a completely in- adequate ration." Defence policy must be viewed as a whole.Decisions should cover the whole field, and they should be taken on the highest common factor of efficiency rather than on thelowest common denominator of compromise, which was always the easy way out. "I am sure that we shall only get that properpolicy," continued Lord Swinton, "if we have a single Minister responsible for both policy and action; in other words, an effectiveMinister of Defence." . . In peace it was no less necessary to have such a single Minister. THE LIVING-ROOM LOOK of the Lockheed Electro is shown in the sketch below and the photograph of a mock-up on the right. Comment on this engaging interior is made in a leading article in this issue. It was axiomatic that the best preparation for war, and thereforethe best insurance for peace, was readiness; this meant maintain- ing in peace-time an organization which would need least changeand improvization for war. The maximum of co-operation in the Services at all levels was less easy to achieve in peace than in war,and therefore there was the need for a Minister of Defence with real and effective power over all the Services.Turning to the question of delays in Service aircraft deliveries, Lord Swinton said: "I cannot resist the conclusion that theordering of Service aircraft should revert to the Air Ministry. All my experience in the war reinforces this. . . . We would never havegot the aircraft—after all, we were ordering new types—if the Air Ministry had indented on some Ministries, or even shared theresponsibility. The secret of the success we had was that always, all the time, we were working with the makers of the airframes andthe engines, and I do not mean only in research and production." Of transport aircraft for the R.A.F., the speaker said that at allstages the closest co-operation was needed between the Air Ministry, the Royal Air Force and the civil users—"We wantco-operation, and I think there ought to be a good deal of 'give' on behalf of the Air Force. CivD operators have got to haveaircraft which can compete and get an increasing share in the air transport. With goodwill and mutual understanding, I feel, theAir Force could make more use of civil types with the minimum of modifications." This led Lord Swinton to the subject of air trooping. If civiloperators bought new and costly machines for trooping, they must have a reasonable certainty that they would be able to write off oramortize those aircraft during a reasonable time; they could not gain that security on short-term or hand-to-mouth contracts.The final subject reviewed by the speaker was that of the national air corporations. They should have the best aircraftwherever they could find them, but it was the hope and inten- tion that those aircraft should be British if possible. This meantcontinuous co-operation between British airlines and the British aircraft industry.Concluding his address, Lord Swinton said: "It is rather a disturbing thought to me that, after the Britannia, I do not knowwhether there is a long-range British liner in sight or even in the offing. I will leave you with this thought: this, perhaps, is aproblem on which B.O.A.C. and the aircraft industry and the Government might well more concentrate."Closing speaker was Sir Frederick Handley Page, who con- gratulated Lord Swinton on the manner in which he had explainedhis views. It was not clear whether Sir Frederick agreed with them.
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