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Aviation History
1957
1957 - 0026.PDF
26 FLIGHT, 4 January 1957 CORRESPONDENCE ... at least four. Capt. Patrick himself got at least two, his observer,Capt. Glenday, M.C., being mortally wounded. The lj-Strutter certainly did good work in 1916 and due to itsendurance was able to undertake long reconnaissances unescorted over enemy territory, and to operate as bomber escort and in fight-ing formations. It was described by a German infantryman as "the most feared machine on the Western Front." In the fights of March 24-5, 1917, 70 Squadron lost seven air-craft, and those which returned were so shot about as to be useless. The Squadron was virtually wiped out, many experienced officerswere lost, and it was weeks before it again became an effective unit, this time operating from Le Vert Galland aerodrome near Doullens. The one aircraft which survived on March 25 was virtually putout of action due to loose straws from the airfield being picked up and breaking away the ignition wires. The machine was a write-off anyway, as it landed in a ploughed field in No Man's Land, wiping off its undercarriage. Its occupants, however, had theopportunity of seeing Indian cavalry going into action—probably for the last time on the Western Front. The 1-j-Strutters of 70 Squadron volunteered to a man on thelast evening of the enemy assault on Verdun, and went over ground- strafing the enemy. Pilots and gunners had good shooting in com-pany with other squadrons of the R.F.C. The aircraft was virtually outdated, and although it still con-tinued to operate, it was near the middle of 1917 when operating from Boisingham, behind St. Omer, that a lj-Strutter flown byLt. Smith and observer took off to have a crack at a bomber formation attacking South Coast towns. The Sopwith could notget anywhere near the altitude of the bombers and came under heavy A.A. fire near Dunkirk. The starboard lower plane rearspar was damaged, but by nursing the machine and circling in wide right-hand turns Lt. Smith was able to get the aircraft to its aero-drome and landed safely from about 12,500ft. The machine was returned to No. 1 A.S.D., St. Omer, as the Squadron was due tobe equipped with Camels on its arrival at Estre Blanche, and rejoined the 9th Wing, consisting of Nos. 19, 56, 70 and 66Squadrons. It was 66 Squadron which was detached from the 9th Wingat Estre Blanche in July 1917, not 46 Squadron, and they operated from Hornchurch for a fortnight, then returned to Estre Blanchefor further duties. I have often wondered what would have happened to the GothaSquadron which attacked London if the eight machines each from Nos. 19, 56, 66 and 70 Squadrons, which were ready totake off, but were restricted due to heavy fog 5 could have got going.A. L. E. Lebanon. (Ex-70 Squadron, R.F.C.). Capital's Constellations THE recent news that Capital Airlines are now in the process ofnegotiating for the sale of their fleet of 12 L.049 Constellations is hardly surprising in view of the huge success these Americandomestic carriers are currently enjoying with their rapidly increas- ing numbers of Viscounts going into service every week. It will certainly be most interesting- to see what airline (ordifferent airlines) eventually purchases Capital's truly veteran Connies. Even more interesting is the announcement by Capitalthemselves that they are willing to sell these Connies for "partial or full payment in sterling currency." I wonder if this has anyconnection with the "unofficial" American news report put out some weeks ago, stating that Capital's further order for an addi-tional 15 Viscounts (announced by Capital and Vickers in July last), would be paid for in sterling currency. The following "gen" on Capital's 049 fleet may be of interest.Two of these Connies—N.67952 and N.67953—are actually the third and fourth 049s built, being ex-U.S.A.F. C.69s serial Nos.43-10311 and 43-10312, bearing the manufacturer's C.N.s 1963 and 1964 respectively. Of the remaining ten 049s, three areex-K.L.M., five are ex-B.O.A.C.'s original G-AHEJ, EK, EL and EM (all sold to Capital by B.O.A.C. in 1954-5). The remaining two049s are also ex-B.O.A.C.'s G-AMUP and G-AMUR, but these two Connies are also ex-A.O.A. and P.A.A., bearing the originalregistrations N.90922 and N.90927. They were sold to B.O.A.C. by P.A.A. in 1953, according to my records. Nairobi, E. Africa. DENNIS M. POWELL. Club and Gliding News PILOTAGE standards drawn up eight years ago by the Associa-tion of British Aero Clubs and Centres "to cover training for the Private Pilot's Licence" have now been revised in the light ofexperience gained by the clubs since that time. In addition two new courses have been developed to encourage flying beyond theP.P.L. stage. These are known as the Advanced Diploma Courses, Stages 1 and 2, and include instrument flying, aerobatics and nightflying. The Association states that diplomas, ties and wings badges will be available as an incentive for those who have completedthe courses, and that other courses are being drawn up. A RESEARCH Fund has been established by OSTIV**- (Organisation Scientifique et Technique Internationale du Vol a Voile) in order to give financial aid to individuals and groupsconducting meteorological or technical research by means of sail- planes. The first of a series of grants will be made in April,comprising a maximum of three awards, each of maximum value $50. These first grants will be limited to associate members of OSTIV, while the majority of future awards will not be limited.Further details are available from Miss Betsy Woodward, Editor, OSTIV News, Department of Meteorology, Imperial College,London, S.W.7. £* OVENTRY Gliding Club, which began flying at Baginton onlyv-/ four years ago, celebrated the achievement of logging over 1,000 hours during 1956 at a Christmas party held on December 21at the clubhouse of the Coventry Aeroplane Club. The gliding club now has six members with "Silver C" badges, over 40 with"Cs" and several with one or two "Silver C" legs. The club fleet has recently been increased to ten aircraft with the purchase ofthree ex-A.T.C. Tutors. TN last month's Christmas newsletter of the British ParachuteA Club, of Fair Oaks Aerodrome, a brief outline of the club's activities during its first year of operation is given. Formation ofthe club followed "a discussion in a windy hangar at Denham on November 19, 1955, between Dumbo Willans, Jim Basnett andMary and Bill Sykes," after which the group was installed in the old R.A.F. parachute room at Fair Oaks. The position of honorarypresident was accepted by Sir Raymond Quilter, managing director of G.Q. Parachutes, who gave financial assistance to the club aswell as loaning parachutes and arranging repair facilities. Club jumping began on May 6, 1956, and, in spite of bad weather, over100 jumps were carried out before the end of the year. A total of 20 members, including six women, made their first descents. Club-members Michael Longthorp and Peter Lang, who are now train- ing as instructors, were the first to qualify for the M.T.C.A.General Permit and F.A.I. "A" licence, with Yvonne Turner and Messrs. Fuller, Bottomer and Bartlett not far behind. Severalmembers made parachute jumps in connection with air displays and films during the summer, and visitors to the club have in-cluded instructors from the French and Irish parachute clubs. A target of 250-300 jumps has been set for 1957. At present there is a waiting list of would-be members of theclub. Enquiries should be made to the secretary, John Beadle, or the chief instructor, Maj. Willans, British Parachute Club, FairOaks Aerodrome, nr. Chobham, Surrey. At the opening of Lancashire Aero Club's new clubhouse at Barton last month: D. L. Armitage, club president; R. L. Owen, club chairman; W/C. R. J. Folk, Avro chief test pilot, who performed the opening ceremony; Councillor F. Siddall, chairman of Manchester Corporation Airports Committee; and "Taffy" Davies, club C.F.I.
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