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Aviation History
1956
1956 - 1815.PDF
FIRST AERONAUTICAL WEEKLY IN THE WORLD FOUNDED 1909 ^^ and AIRCRAFT ENGINEER No 2501 Vol 70 FRIDAY 28 DECEMBER 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 1, Ontario Thomas Skinner and Co., Ltd. 67 Yonge Street Telephone • Empire 6-0873 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 982 Air versus Rail 983 Point Cook's Proud Day 985 Keeping Heat in its Place 987 Test of Friendship 992 The N.A.C.A. Langley Aeronautical Laboratory' 994 Research, Development and Technical Issues 998 Talking about Rockets 999 The Short Seaplanes—Part 3 Ambassador ExtraordinaryI F ever the grossly overworked term "classic" could justly be applied to a technical dissertation, then it is certainly merited by Sir Arnold Hall's 1956 Wright Brothers Lecture, delivered recently in Washington. The first part appears in this issue. Lofty in stature and firmly based on authority and sagacity, it soars above the massive (some would say oppressive) documentation which is so much a part of the aeronautical scene. We read (in Part II) of the by-pass and ducted-fan gas turbine engines—the latter now making a last, and strong, bid for acceptance in the propulsion of high subsonic long-range transports; of the supersonic tailless delta, exemplified by the Fairey F.D.2 (so much more than simply a very fast aeroplane); the jet-lift scheme —and particularly the narrow-delta v.t.o. proposal by Dr. Griffiths of Rolls-Royce; the arrangement known as the jet flap, which offers a method of improving runway performance of a far more radical kind than "flap blowing," though short of full v.t.o.; and Mr. Greatrex's contributions to noise suppression. All these British advances will be achieved with the aid of mounting technical resources, whereas (and Sir Arnold did not fail to remind his New World audience of the fact) the present generation had to be developed "without as much benefit as we would have liked from the technical resources which are recognized to be such an immense help in achieving performance and in reducing the time of development." Then, seizing his opportunity further, he added: "The critics of the British industry, both at home and abroad—and there have been some in the U.S.A.—have perhaps forgotten that notwithstanding these difficulties the present generation of British aircraft and engines are as good as, or better than, their competitors to the extent that the world outside Britain is buying them at the rate of 300 million dollars' worth a year." It might be argued that the auditorium of a learned society is not a clearing house for national propaganda. But precedents are plentiful; and, for our own part, we applaud the manner in which this distinguished British scientist apprised his listeners of some of the facts of business life as well as illuminating their view of the technical scene. The'Auxiliary SquadronsO NCE again the sword of Damocles hangs over the fighter squadrons of the Royal Auxiliary Air Force; rumours concerning their coming disbandment are widely current. But whereas there are 20 fighter squadrons, there are many more Auxiliary Fighter Control Units, and Field Squadrons of the Royal Auxiliary Air Force Regiment, whose existence does not at the moment appear to be threatened. The Auxiliary flying units will themselves strongly resist any move towards disbandment, partly because they are proud of the spirit and enthusiasm of a volunteer force such as theirs, and partly because they know that they represent an important proportion of the country's air defence strength. There are alternatives to disbandment—a weeding out of the less effective squadrons, or a change of role—which the authorities are doubtless considering carefully. Attachment to regular squadrons, or formation of composite regular and Auxiliary units, could hardly be satisfactory. But whatever the pros and cons it is clear that the sword of disbandment, should it fall, will do so solely because its restraining thread has become too expensive. If an official announcement gives this explanation the Auxiliaries will accept it with a good grace; but if their supposed inability to handle modern fighters—already disproved in practice—is put forward by politicians (as it was last year) then the blow will be bitterly resented. If stand down they must, the men of the R.Aux.A.F. should be allowed to do so in the knowledge that their country is grateful for all they have done since 1925; that the time—and lives—they have freely given to her defence are not forgotten. B
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