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Aviation History
1961
1961 - 1152.PDF
254 Correspondence The Editor of'"Flight" is not necessarily in agreement with the views expressed by correspondents in these columns. Names and addresses of writers, not for publication in detail, must in all cases accompany letters. Gatwick Pier IT is not often that I agree with Roger Bacon. However, lastSunday I travelled for two hours by train to Gatwick to photograph the aircraft there. I am sorry to say that I came away very disappointed, with hardlyany pictures. 1 paid 6d to go in the public enclosure and then found that nearly every aircraft landed down at the other end of theairport and taxied to the far side of the terminal buildings, so that we in the public enclosure had only a distant view. I did notice the unused top of the long pier and, indeed, tried tofind a way to get there. As you must know, there is a restaurant and buffet near the pier, so it seems that all that is needed is aturnstile, with the chairs and tables from the enclosure. What we, the public, pay to see the aircraft would not helpmuch to cut costs of running the airport, but every little helps, and the more the public get for their money the more they will come.Emsworth, Hants F. HONEY I SHOULD like to comment on the observations which RogerBacon made concerning the use of Gatwick ''pier" as a spec-tators' stand. In the early days of Gatwick the public were allowed on thepier, and in consequence the hard-working staff housed in the offices underneath were subjected to a constant gentle shower of orangepeel, sweet-papers, cigarette butts and empty packets. Any move- ment of female staff brought forth a stream of catcalls and whistles,etc, that could and frequently did cause a lot of embarrassment. The same applied to disembarking passengers—not, I feel, a verygood first impression for so many foreign visitors. The only amusement gained by the staff from the "monkeys," asthe public were called, was to watch their expressions when some explosive epithet was hurled across the apron during those occa-sional troublesome times experienced by all of us. No, Sir, for once the Ministry are on our side. Crawley, Sussex PETER LINGARD Long View at Farnborough ONCE again posters for Farnborough Air Show are to be seen.Their purpose is to get the public to visit the show. Yet many who go there will not get a view of the aircraft, except at a distance.Why is it that so many pilots give their display in front of the Presi- dent's enclosure only, on the open days ? Wherever the public are on the aerodrome, each and everyonehas paid the same amount of money to see the show, and should see it to the best of the pilots' ability. VTO aircraft show their paces in front of the President's tent,and quite often nowhere else. Why not each end of the field? or if not, between middle and end ? Also why not at least put in the static park machines of otheryears? 1 spent quite some time looking for the SE5A. These days when photography is such a national pastime, some of the old-timers would be a great attraction. Emsworth, Hants F. HONEY Chain Reaction? MANY people have suggested ways of furthering the progressof British aviation but surprisingly no one has come up witha plan as simple and potentially rewarding as the one I outline below. My scheme will involve very little capital outlay and yet inone month will double the output of our aircraft and engine manu- facturers and put the airlines back where they belong in the skywaysof the world. All we have to do is to write three identical letters and send oneof each to four powerful American airlines. The letters should follow this pattern: DEAR SIRS—This is another chain letter, but it is one with a difference.It is guaranteed to bring your airline everlasting prosperity. (Of course, if you break the chain you will be ruined.)All you have to do is to buy one British aeroplane and send it to the airline at the top of the list below. Send a copy of this letter to threeother American airlines and put your name at the bottom of the list. Within one month you will receive over eighty British aeroplanes, whichwe have calculated to be the minimum for your requirements. This will ensure the everlasting prosperity of Uncle Sam and is adeterrent to Communism— Yours, etc. P.S. If you want after-sales service with your airliners, send sixtyBritish aircraft to the airline at the top of the list. To: Capital; Pan Am; TWA; Northwest. I forecast that this plan will receive overwhelming support from the industry, although manufacturers may doubt their ability to manage an initial production target of eighty aircraft a month. FLIGHT, 24 August 1961 British airlines should, however, be delighted, because with somany British aircraft in American airline service, American airlines will soon go broke, leaving British airlines (equipped with Americanaircraft) without any competition. The bankruptcy of American airlines would also provide a new source of labour for Britishmanufacturers to help them maintain the required production rate. Another advantage is that the worse our aircraft and enginesbecome, owing to the rush, the quicker will British aviation progress. This is perhaps the most realistic point in my scheme. The plan should be known as the Expanding Convergence ofBritish Aviation Progression. With it, we can look forward to a period as exciting as any in our history. Teddington, Middx DARYL MAY Carvair Ancestry I MUST congratulate you on the report of the Carvair's maidenflight (June 29 issue). Being in some small way concerned with this aircraft I found it extremely interesting. Further to the letter by Mr Powell ("Carvair Ancestry," August10 issue) I would like to add that G-ANYB, whilst in service with Braniff Airways, contributed in no small way to the inaugurationof airline routes both in the United States and South America, and was one of the first commercial passenger aircraft to be fitted withJato (when operating from La Paz, Bolivia). I am endeavouring to compile the history of this particularaircraft and any matter concerning the subject from readers would be most welcome. 7 Whitefriars Crescent, W. G. GIBBS Westcliff-on-Sea, Essex Canadian Aircraft WorksI N looking through some old files of the Canadian Militia Depart-ment recently, the Air Historian of the RCAF discovered correspondence relating to an aeroplane company in Canada, theexistence of which had not previously been known—the Canadian Aircraft Works. In a letter to the Militia Department, written inNovember 1914, the company offered to build aircraft for the Army. They suggested that they already had established a factory, andthat they had built at least one type of aeroplane in two versions. A brief letter by a Major Anderson confirms the existence of thecompany. The file also included four photographs of aircraft. Since it was operating as early as 1914, the Canadian AircraftWorks, located in Montreal, must have been the earliest existing aircraft company in Canada. Nevertheless, beyond the few factscited, nothing is known of the company. We do not know who founded it, or when, nor do we have any idea of when or why itceased operations. Its size, and the scale of its operations, are equally a mystery. Its stationery advertised flying training, yet wedo not know whether or not the CAW ever trained anybody. If your readers have any details relating to this interesting pioneercompany, the Air Historian (RCAF HQ, Ottawa, Ontario) would greatly appreciate the receipt of such information. Ottawa H. A. HALLIDAY, Fit Cdt(for Wg Cdr R. V, Manning, for Chief of the Air Staff, RCAF) Cinematic ClangersI AGREE with Mr R. C. Williamson (June 29): let us have ourfilm sequences right. In Correspondence for July 20 Mr F. H. Smith puts up a case for "doubles," but surely if an'aviation-interestpicture is to be presented, it should be so made as to please those interested in aviation. To have "doubles" spoils the effect alto-gether; I myself have seen a film Viscount start up with the cough of a Pratt & Whitney engine. I would like to refer both readers to a certain M. Maigret who.on BBC TV on July 22, flew in, looked out of, landed in. and stepped out of a BEA Viscount in four separate but very well connectedscenes—a very pleasing effect to all informed viewers. Belfast 5 ROY WILSON FORTHCOMING EVENTS Aug 27 Forli Rally. Aug 27- Sept 3 Swedish Parachute Club: International Contest, Uppsala. Sept 3 Wolverhampton Aero Club: At Home. Sept 3-14 8th Anglo-American Aeronautical Conference (joint IAS/RAeS/ CA1), London. Sept 4-10 SBAC Exhibition and Flying Display, Farnborough. Sept 6 RAeS Rotorcraft Section: Annual Dinner. Sept 6-10 FAI: European Air Tour. Sept 9-10 Popular Flying Association: Rally, Fairwood Common, Swansea. Sept 9 British Air Mail Society: Golden Jubilee Exhibition and Dinner, Windsor. Septll-IS Royal College of Advanced Tschnology, Salford : Course on Noise Measurement. Septll-17 Battle of Britain Week. Septl3-I7 German Aero Club: 2nd International Sporting Pilots' Rally, Baden-Baden. Sept23-24 International Grand Prix for Light Aircraft, Bourges. Oct 7-8 Genoa Rally. Oct 12 Guild of Air Pilots and Air Navigators: Lecture, "Scress and Human Performance," by Air Cdre W. K. Stewart.
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