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Aviation History
1962
1962 - 0995.PDF
International Official Organ of the Royal Aero Club First Aeronautical Weekly in the World Founded in 1909 THURSDAY JUNE 28 1962 Number 2781 Volume 81 Editor-in- Chief MAURICE A. SMITH ore Editor H. F. Kl NG MBE Technical Editor W. T. GU NSTON Air Transport Editor J. M. RAMSDEN Production Editor ROY CASEY Managing Director H. N. PRIAULX MBE French Aspirations in Space IJISTORY is repeating itself. France, the first European country to demonstrate the real potential of the powered aeroplane, early in this century, is now taking the lead in Europe's entry into space. This was obvious to all who attended the second European Space Symposium in Paris last week and, as nobody from our own Ministry of Aviation or Office of the Minister for Science found it possible to be there, we record the following situation. Britain is directing its space effort into three channels—the European Launcher Development Organization, the European Space Research Organization, and bilateral work with the US National Aeronautics and Space Administration. France, also, is spending a substantial amount on each of these—and in addition expects to spend a sum comparable with the total budget for these three activities on a separate, independent national space programme. In a future issue we shall describe France's space aspirations in full. Meanwhile, our report of the Paris conference (pages 1027-9) includes the first description of the French Diamant launch vehicle, and a timely criticism of governmental inactivity by Air Cdre Banks of Hawker Siddeley. In this issue World News 994 Air Commerce 99 7 Flying: the Buccaneer 1003 Filming- the Aviation industry 1004. Straight and Level 1006 Letters 1007 Aero Engines 1962 1009 Missiles and Spaceflight 1027 Sport and Business 1031 Service Aviation 1032 Industry International 1033 llifte Transport Publications Ltd, Dorset House, Stamford Street, London, SEl; telephone Waterloo 3333 (Telex 25137). Telegrams Flightpres London Telex. Annual subscriptions: Home £4 15s. Overseas £5. Canada and USA 815.00. Second Class Mail privileges authorized at New York, NY. Branch Offices Coventrj': 8-10 Corpora tion Street; telephone Coventry 25210. Birmingham: King Edward House, New Street, 2; telephone Midland 7191. Man chester: 260 Deansgate 3; telephone Blackfriare 4412 or Deansgate 3595. Glasgow: 62 Buchanan Street CI; tele phone Central 1265-6. New York. NY: Thomas Skinner & Co (Publishers) Ltd, 111 Broadway 6; telephone Digby 9-1197. © Hlffe Transport Publications Ltd, 1962. Permission to reproduce illustra tions and letterpress can be granted only under written agreement. Brief extracts or comments may be made with due a ckno wledgemen t. Exotic and Workaday •UIORE SO than any of its predecessors, the annual review of the world's aero engines which comprises roughly half our journal this week contrasts the exotic with the workaday. The uncommon engine of today, of course, is often the workhorse of tomorrow, and to this the vectored-thrust Bristol Siddeley Pegasus bears eloquent testimony. For although this engine, exists in only experimental and development versions, already the Hawker P.l 127 and its successors, which are designed around units of this sort, seem assured of a brilliant future. Britain is far out in front here. Failure to consolidate this lead would be monstrous. As an example of the workaday, which is nevertheless phenomenal, we have the Rolls-Royce Dart. In service with Trans-Canada Air Lines this turboprop is now operating 4,000hr between overhauls—the first time in history that an aircraft engine has achieved such a lengthy service life. This means that a million miles of flying is now possible without removing the engine from its mounting. Perhaps equally remarkable (because, although it is already in service with nine airlines, it is nevertheless a comparatively new engine) is the civil Conway. In a little more than two years of operation the time between overhauls of this by-pass engine has been steadily increased to 2,500hr. Moreover, the rate of premature removal from an airframe has fallen to only once in 10,000 engine hours. The foregoing, then, are British phenomena in the world of aero engines. France too, exhibits a particular national brilliance in her range of small Turbomecas—a range to which brand-new variants are added in this issue. As for an American phenomenon, perhaps it is that there is in that great country a notable lack of phenomena such as we have just observed. Rather does the USA show the way in building workmanlike engines for world sale and (there may be a lesson here) in developing them sanely, solidly and unsparingly. Alongside "BS" and "R-R" in the fore most rank "P & W" stands today as steadfast as ever. The great inter national rivals may re-group and re-deploy, but they endure—greatly to the benefit of the aircraft constructors of the world.
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