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Aviation History
1962
1962 - 0363.PDF
FLIGHT International, 8 March 1962 363 Q) Straight and Level @ THE Americans have shown us what can be done with the mobile airport lounge," Dr J. Nit, British air expert, was saying as I tiptoed rather late into a press conference at the Air Power Club. "We have now evolved the Mobile Airport. This concept is a major advance in the state of the art, an historic technolo- lological breakthrough, tand proof that British design ingenuity can still beat the world." The Mobile Airport's runways are, I gathered, built in sections and fitted with wheels, and can be towed about the countryside. The terminal buildings—in (Mtii»M» wtnmg ***** «M)v*i »jrl«ort*r.ji The other week / told you about a new American warning device—a woman's voice in the pilot's headphones. This isn't just a stunt; it is actually in operation with USAF B-58s, cutting emergency reaction-time to a few seconds. The inventors, Northrop, are promoting it like this —surely the most arresting aviation advertising effort for some time. Have there been any other aviation ads to match this one ? the very latest "Temporary" style—are likewise fitted with wheels and are designed for the easy negotiation of twisting British roads. They can also be used as housing units in the middle of traffic jams. The idea behind the Mobile Airport appears to be this: when air traffic in the London area finally makes it imperative to close Heathrow and Gatwick, the Mobile Airport will be towed to any one of three sites which the Minister has chosen— London Airport (Benbecula), London Airport (Aberporth) or London Airport (Culdrose). • A rapturous news release from BEA tells of a new addition to the fleet—the 17-year-old DH Dragon Rapide G-AGSH, bought from Jersey Airlines. Actually, G-AGSH is a re-acquisition, having been operated by BEA from 1947 to 1956. I remember Mr Anthony Milward, BEA's chief executive, once saying in so many words that it was good to feel that a little bit of BEA is still operating air services in by-gone-days style. It is nice, I must say. I don't suppose that BEA bought this aeroplane just for the nostalgic satisfaction of their souls. In point of fact these old biplanes are doing a real job of work on social services. But it must be nice to be able to buy an old aeroplane for a job of work as well as for the satis faction of the soul. • "All British aircraft may soon be fitted, by law, with a 'brain box' that auto matically spots flaws. Electrically operated, it registers immediately if any part of the plane fails to work normally."—Sunday Pictorial, February 25. Even the electrics? • BEA wanted the Rotodyne but their primary reservation, referred to at least twice by Lord Douglas, was that they couldn't commit themselves to a helicopter which might be banned from city centres because of its noise. The main reason given by the Minister for cancelling the project was that its opera tional advances had to be forgone "in view of the cost involved." No doubt cost was a major consideration. But perhaps the cost would have been thought justified if BEA had been prepared to place a firm production order. They were not prepared to do this because of the noise problem. The Rotodyne is not the first British civil aircraft project to be cancelled. But it might not be too far-fetched to say that it is the first to be cancelled partly, if not mainly, because of public hostility to aircraft noise. • Notes from a discussion on the plan ning of Herald flights involving two air craft, G-APWA and G-APWC: "Crew for aircraft WA; Capt Johnson, First Officer John, Engineer Pettman, Steward Sassi. (Mr Fry may travel on WC.)" "Aircraft WC will carry, in its spares pack, the following equipment; hand pump assembly, filter, water separator and hoses." • Telegram from Fokker to R. Bacon: "While Friendship 7 made only three orbits, all Friendship F.27s now in service fly the approximate equivalent of six orbits every day and their passengers are equally delighted." • A recent contribution to this journal showed how, to some of today's stage stars, the aeroplane is just as much an appurten ance of their profession as greasepaint. 1 wonder how many of them know about a famous British actor of former years who was also a true pioneer of flying. His name was Robert Loraine. Not only did he make some of the earliest cross-country flights over Britain, but he was the first man to fly across the Irish Sea and was one of the first to send wireless messages from the air. Serving with the RFC, he won the MC and DSO. I am glad to find that the Encyclopaedia of Aviation (now long out of print, alas) gives him an honoured place in history. Thus: "Leonardo da Vinci—Italian painter and scientist"; "Lindbergh, Col Charles —American pilot"; "Lilienthal, Otto— German aviation pioneer"; "Loraine, Robert—British actor and pioneer pilot." He was, indeed, quite a chap. • "A long-term plan is essential if the best use is to be made of manpower and resources."—Defence White Paper ("The Next Five Years") February 1962. "We cannot really expect to have a five- year or ten-year plan and stick to it; it is not the nature of the [aircraft] industry to do so."—Lord Mills, speaking for the Government in the House of Lords, February 1962. As the Prime Minister might well say; "The situation is desperate, but that is all." ROGER BACON An Australian reader has sent me these pictures for my "Life Goes On" series. They show a Martin Mariner which was cut up in Sydney to make two caravans. The nose section pictured had travelled some 10,000 miles round all the Australian states when my correspondent saw it in the town of Hondinin. The owner-builder and his wife reported that it made a very comfy home
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