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Aviation History
1961
1961 - 0933.PDF
33 FLIGHT, 13 My 1961 SUPERSONIC bomber (probable) and transport (possible) which appeared over Tushino is shown in the two pictures on the right. The aircraft very strongly resembles the design formerly known by the NATO code-name "Rounder," but the out- board jets are tip-mounted SUPERSONIC bomber (below), also appearing over Tushino, generally resembles the type known by the NATO code-name "Backfin." It appears that missiles are carried under the wings. Intakes for the twin jets seem to be positioned ahead of the leading edge -m* Discussing HSG expansion Sir Thomas said: "This has beenanother period of remarkable growth. Since my last report we have acquired the de Havilland and Blackburn companies, thus support-ing the Government's policy of concentration in the aircraft industry. Having done all this at great expense, and having broughtthese two most excellent companies into our Group, I now sincerely hope that the Government will do their part and support us." Sir Thomas said that the Group's range of aviation productswas probably the widest of any company in the world. Of the Hawker P. 1127 he said that this and its derivatives must have agreat future. It began as a private venture but had now received welcome Government support. The Armstrong Whitworth Argosypromised to find an active market, and it was expected that the de Havilland Trident would fly "soon after the year end." The Avro748 was "progressing well." Later in his speech Sir Thomas said: "We have written off £15 million in our current accounts ondesign and development for civil aircraft, but we cannot afford to continue to absorb such heavy expenditures. It may be said thatour foreign competitors must also expend similar monies to develop their new civil aircraft but the difference is that they all havesubstantial home military orders with an export potential, profits from which can be used to support these civil developments. Privateventure projects involving this kind of development expense are essential if we are to maintain our position in the world civil airtransport market. But we can only carry forward these projects if we get continuing and substantial Government support." Concerning space Sir Thomas reported: "As a company we havedone everything we can and we are now awaiting the vital policy decision from our Government. It is now that Britain must decideto embark on a major space programme—or never! Communica- tions satellites should be the first general peaceful use of space andthe returns from this application will amply justify the investment in developing the necessary capital equipment. Without a spaceprogramme we shall relinquish not only our right to be taken seriously in the political and military council chambers of theworld, but also of remaining amongst the leaders of world tech- nology. Our whole technical future is inextricably bound up withour future in space and, to me, it is unthinkable that this nation will stand aside from space development and allow all its potentialadvantages to evaporate and disappear by default." Francis McKenna IT is with regret that we record that Francis McKenna, FRAes, FRSA, consultant to the directors of Beagle-Miles Aircraft, diedrecently in hospital at Chichester at the age of 69. He had had a long career in the aviation industry, largely with Gloster Aircraft,with whom he served for twenty-four years. Mr McKenna's experience went back to the First World War, forhe joined A. V. Roe in 1914 and the Nieuport Co in 1917. He took up a Gloster appointment in 1922, as production manager, laterbecoming works manager and subsequently general manager (1930). In 1938 he was made a director, remaining on the board until heresigned in 1946. During his directorship Mr McKenna was closely associated with Sir Frank Whittle in work on the Gloster/WhittleE.28/39, and with wartime production of Hawker Hurricanes, which rose to a peak of one every four hours in the 1940-41 period. Russia at Earls Court AS already intimated, the products of the Russian aircraft industryare represented at the Soviet Exhibition at Earls Court principally by models. The following figures are quoted. The first entryindicates passenger seats; the second, payload; third, max speed; fourth, cruising speed; fifth, "range up to"; sixth, cruising height. 11-18, 73-111; 14,000kg; 750km/hr; 650km/hr; 5,000km; 8,000-10.000m. An-10A, 100-132; 14.500kg; 715km/hr; 650km/hr; 3,500km; 8,000-10,000m. Tu-124, 44-60; "7 tons"; l.OOOkm/hr; 8OO-9OOkm/hr;2,000km; 12.000m. An-24, 32/40; 4,000kg; 510km/hr; 475km/hr; 23,OOOkm; 6.000-8,OOOm. "Tu-1045," 100; 12,000kg; l,000km/hr;8OO-9OOkm/hr; 3,OO0-4,O0Okm; 12,000m. Tu-114, 170-220; "30 tons"; 950km/hr; 75O-8OOkm/hr; 10,000km; 10,000-12,000m. Helicopters: first entry indicates passenger seats; second, max speed; third, cruising speed; fourth, range; fifth, take-off weight. Yak-24N, 39; 210km/hr; 180km/hr; 300km. Mi-6, 70-80; 3OO-35Okm/hr; 270km/hr; 500m; "39 tons." Mi-1 Moskvitch, 3; 205km/hr; 140km/ hr; up to 590km. Ka-18, 3; 150km/hr; 120km/hr; 4OO-75Okm. Mi-4,up to 16; 210krn/hr; 160km/hr; 500m. A film is being shown to illustrate the various uses of helicopters —flood relief; ambulance work; helping with fishing; whaling and
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