FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1958
1958 - 0865.PDF
27 June 1958 881 Denning this as "the nature of our problem," Lord Kindersleyadds: "We are encouraged to know that the Government are giving the subject their earnest consideration." In suggesting formswhich practical assistance might take, he says: "The maintenance of basic aerodynamic research, the fostering within the enginecompanies of research . . . aimed at extending our knowledge of the art, co-operation from Transport Command in the flight test-ing of new products [a matter referred to in our leading article on service transport, p. 879—Ed.]—these are but a few examples ofthe kind of support which should not be in doubt." Rolls-Royce show a profit (after taxation) of £2,320,334 for 1957,compared with £2,130,543 for the preceding year. The accounts, which were briefly referred to in our issue of May 23 (p. 724) arepublished in an admirably clear and readable form. 3,200 s.h.p. Dart TT is announced by Rolls-Royce, Ltd., that a Dart RDa.lO turbo--*- prop has successfully completed a 25-hr flight approval test at a military rating of 3,200 shaft horsepower using water/methanolto provide take-off boost. The normal rating of the engine is 2,650 s.h.p. In several respects the flight approval test was more stringentthan the schedule normally required; Rolls-Royce cite the fact that 56.6 per cent of the test was run at maximum continuouspower although the normal type-test schedule specifies 30 per cent. The test was officially observed by the A.R.B. and wasundertaken to demonstrate that the RDa.lO can be approved at 3,200 s.h.p. for flying in prototype aircraft. 3,200 SHAFT HORSEPOWER: As described in the accompanying news-item, this is the power delivered by a military Rolls-Royce Dart turboprop during a recent type-approval test. Indicative of the excel- lent strip of the engine is this photograph of part of the reduction gear. Two of the chief military applications of the Dart concern theBreguet 1050 Alize anti-submarine aircraft and the Armstrong Whitworth AW.660 transport. In existing Dart applicationswater/methanol is used merely to restore the rated take-off power in adverse conditions of altitude and/or temperature, butthe military RDa.lO employs the mixture to provide an increased rating. The condition of the engine upon stripping is describedas excellent, and an accompanying photograph depicts part of the reduction gear. Conrad Does it Again IN a Piper Comanche, Max Conrad—nicknamed the flyinggrandfather—flew from La Guardia to Palermo, Sicily, last Monday in 32 hr 55 min, covering 4,950 miles at an average of150 m.p.h. The flight was routine except for the radio failure over the Bay of Biscay, caused when Conrad broke a wire with hisfoot. He decided to fly low to avoid other traffic, but was misunder- stood, and rescue services were alerted. Three seats had been re-moved to make room for extra fuel tanks. Conrad had previously ferried several Apaches non-stop from New York to Paris. "H.P." on Government Policy THE views of Sir Frederick Handley Page on the future of theaircraft industry are expressed in his address to shareholders of Handley Page, Ltd., issued in advance of the a.g.m. on July 16. He says: — "Undoubtedly, the industry should be strong enough to meet (andbeat) the competition of its overseas rivals in terms of technical ability, productive capacity and financial strength. This, though, will not beachieved by coercion to force amalgamation between its constituent units. "A private-enterprise industry is better left to form its own groupingsto meet future needs—as it has done successfully in the past. Your own company's experience in two great wars is an example of this."The various official statements that have been made both within and outside the House of Commons need now to be translated into more BELOW DECKS in a Blackburn Beverley, these men of the 2nd Battalion, Grenadier Guards, are about to leave Abingdon for Cyprus. The airlift is referred to in a news-item on the opposite page. PARADE of Bristol Sycamore utility helicopters \Aivn Leoti.tJcs cnyme, for the German Armed Services. Of 50 ordered nearly 30 have been delivered. In this line-up, at Weston-super-More, the machines in the foreground are for the German Navy. precise specification terms so that the British aircraft industry mayorganize itself accordingly. When such requirements are known in relation to its civil-aircraft commitments and opportunities, the industrycan go ahead with such re-organization, if any, which may seem desir- able to improve its technical, productive and financial resources. "It is unreasonable to expect the present constituents—whose capacityis regarded as too big for the likely amount of aviation work—to re-group themselves into even more powerful and productive units if they arenot enabled to assess the work for them to do in the future. Indeed, some of them may choose instead to move entirely outside the industry intorealms where the risk is less and the demand for products is more cer- tain and constant." Of progress with the Victor, Sir Frederick recalled that in theyear under review (to December 31, 1957) it had flown super- sonically on a routine test flight and was the largest aircraft in theworld to have done so. Victor Mk 1 production would be followed by that to fulfill the Mk 2 orders. With Rolls-Royce Conways of17,250 lb thrust the Mk 2 would be even more powerful than the Victors at present in R.A.F. service, and they would be equippedwith the stand-off bomb. Sir Frederick continued: — "The outstanding aerodynamic performance of the Victor has madepossible the carrying of more of die latest equipment which has been under simultaneous development by other specialist companies for theMinistry of Supply. This has been issued to us for installation and has placed die Victor still farther ahead in its class. "Unfortunately the modifications involved caused a considerable set-back in production and in final delivery of tile Victors; there was a consequent congestion of completed but unmodified aircraft. The cost ofthe actual installation of the modifications does not in fact cover the whole expense involved. Such a setback delays output and leads toincreases in the value of work in progress and the finance needed to carry through production. Its effect is seen in the financial results forthe year, no provision being included in the accounts for a claim that has been preferred in respect of the cost of this setback. Victordeliveries are now proceeding in accordance with our agreed programme." Of the Government's attitude to the export efforts of HandleyPage (Reading), Ltd., with the Herald branchliner, Sir Frederick has this to say: —"It might be expected that in support of our endeavours in the export market we might have had, in addition to expressions of officialgoodwill, the Government's active assistance bestowed upon us. In fact, apart from technical help in the form of wind-tunnel facilities, yourcompany has had no practical sponsorship in its efforts to provide a British replacement for the 700 war-vintage foreign aircraft still plyingthe short-range air routes of the world. This would seem to be extreme shortsightedness on the part of those whose business it should be todo everything possible to encourage a promising exporting venture which could bring in much foreign currency.' Handley Page financial results for the year show a group netprofit of £127,870, after providing £188,837 for taxation.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
