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Aviation History
1960
1960 - 2053.PDF
2689 VOLUME 78 FRIDAY 23 SEPTEMBER 1960 Editor-in-Chief MAURICE A. SMITH DFC Editor H . F. KINO MBE Technical Editor W. T. Q U N8TON Production Editor ROY CASEY IN THIS ISSUE Bratislava Diary 494 Missiles and Spaceflight 496 Sketched at Farnborougrh 498 Flight Systems 499 Straight and Level 500 1 to 121 501 Service Aviation 515 Correspondence 516 Air Commerce 517 Ilifft & Sons Ltd, Dorset House, Stam-ford Street, London SE1; telephone Waterloo 3333. Telegrams FlightpresSedist London. Annual subscriptions: Home £4 15s. Overseas £5. Canadaand USA $15.00. Second Class Mail privileges authorized at New York, NY. Branch Offices Coventry: 8-10 Corpora-tion Street; telephone "Coventry 25210. Birmingham: King Edward House, NewStreet. 2; telephone Midland 7191. Man- chester: 260 Deansgate, 3: telephoneWaekfriars 4412 or Deansgate 8595. Glasgow : 62 Buchanan Street, C.I; tele-phone Central 1265-6. New York, NY: Thomas Skinner & Co(Publishers) Ltd, 111 Broadway, 6; telephone Digby 9-1197. © Iliffe * Sons Ltd, I960. Permissionto reproduce illustrations and letterpress can be granted only under written agree-ment. Briefextracts or comments may be made with due acknowledgement. AIRCRAFT, SPACECRAFT, MISSILES Official Organ of the Royal Aero Club First Aeronautical Weekly in the World Founded 1909 Brochures and BehaviourS OMETHING was different about this year's annual general meeting of IATA, the International Air Transport Association, which ended last Friday in Copenhagen. It was not the hospitality of the host airline, SAS—which was at least as warm as that of Japan Air Lines in Tokyo last year, of Air-India in New Delhi the year before, of Iberia in Madrid inl957 or of BEA in Edinburgh in 1956. There was the usual agreement, too, among the many airline chiefs and senior executives present that these meetings are useful—not least because there is plenty of shop to talk with colleagues whom, even in a world that these very men have made smaller, there is so little time to see during the year. What, then, was missing? There were, so far as we could see, no representatives of any of the world's aircraft manufacturers. They and their brochures have always been at these meetings in the past, though unhappily, some over-zealous junior salesmen have sometimes made rather a nuisance of themselves. But it would be a pity if manufacturers, who are an integral part of the air trans- port industry, were to remain persona non gratae at these a.g.m.s. We met a number of senior airline people at Copenhagen (Robert Cummings of NY A, for example) whose point of view this is. Of course, the manufacturers are probably shedding no tears over the money they saved by not attending this year. But they ought to be represented at Sydney next year, provided their salesmen take with them not only their brochures but also their best professional discretion. Looking: Towards HatfieldI F there is one attribute above others for which the de Havilland Aircraft Company, of Hatfield, Hertfordshire, is admired the world over it is that of individuality. Everything that de Havilland tackle, whether it be an aircraft or a new design office, has something a little—and often a lot—that is special about it. Good taste and big business are reconciled in this company in an uncommon degree, and the fibres that knit the firm together have now been strengthened and tautened by the trials and the triumphs of 40 years. (More in fact, for the line of D.H, aircraft really began in 1910.) To the pilots of the late war the Tiger Moth was what the D.H.6 had been to their fathers. To them was the Mosquito as was the D.H.4 of the Kaiser's war— beyond compare. Yet it was the peaceful years that were to bring the company its greenest laurels. The Moth set Britain humming with the delights of private flying. The Fox Moth, Dragon, Rapide, and D.H.86 showed how cheap air transport could be made. The historic Comet Racer of 1934 (the prime example of which, restored by the de Havilland Technical School, is still proudly shown to guests at Leavesden) made long-range history. And the Comet of later years has led the airlines into a new regime of speed. Now once again D.H.s take the lead with the triple-jet Trident—a transport aeroplane that, with its triplicated systems, will enable the airlines to operate their schedules safely and punctually in any weather—and as a bonus will offer impor- tant new economies. This year, as we have noted, brings not one but two de Havilland anniversaries, for it was in 1910 that Sir Geoffrey de Havilland flew his first aeroplane. To "D.H." and to D.H.s, then, go the good wishes, the goodwill and not least the gratitude of the nation.
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