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Aviation History
1963
1963 - 0137.PDF
FLIGHT International, 24 January 1963 125 Letters The Editor of "Flight International'" 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 Names and addresses of writers, not for publication in detail, must in all cases accompany letters. Aircraft on Skis SIR,—First time in Britain? (page 36, Flight International, January 10). Don't you believe it! Surely you know that Miles did everything first! (Well, very nearly.) The enclosed photograph [reproduced above—Ed] was taken on February 25, 1947—just on 16 years ago. Take-off and landing were at Woodley, and great fun too. Landing run was quite modest—about 50 per cent longer than normal. Incidentally, are there any other instances of "tricycle" skis? Cheltenham, GIos D. L. BROWN Black Knight Weapon? SIR,—In the article "After Skybolt" in Flight International for December 27, 1962, two possible British delivery systems for nuclear weapons were mentioned: a ramjet-powered Blue Steel stand-off bomb and a scaled-up version of Blue Water. Would not a third possibility be a development of the Black Knight research rocket ? With a suitable guidance unit, possibly derived from the inertia system used in Blue Water, this reliable rocket could become: (a) an air-launched ballistic missile, similar in size to Skybolt, carried by V-bombers of the Royal Air Force; or, by adding a booster stage, (b) a fleet ballistic missile deployed among submarines and/or surface ships of the Royal Navy; and (c) a medium-range ballistic missile fired from either silos or mobile surface vehicles. With a second stage and a booster attached this rocket could be used to: (d) air-launch small civil or military space satellites. The problem of storing HTP (high-test peroxide), the oxidant used in Black Knight, for extended periods was solved with Blue Steel, which also uses HTP. This means that any system derived from Black Knight can have instant readiness built in. By using this already established rocket as a basis for a weapons delivery system a truly British inde pendent deterrent can be maintained at an economic price. London E12 j. JACKSON [Black Knight is now an obsolescent design, and it would have to be drastically altered to serve any military function. At the same time, it would be a pity if nothing were to stem from this successful programme.—Ed] Safe Aircraft SIR,—1 am very pleased that my letter on safe aircraft (November 29, 1962) has aroused some interest. The letters from Capt Latimer-Needham and Mr Best-Devereux partic ularly pleased me. Both are friends of mine. although we disagree on the matter under discussion. I think Capt Latimer-Needham went into the Pou-du-Ciel project in the thirties and decided against it, and designed the Luton Minor and Major, both very fine aircraft. But I think he will agree that most of the accidents, if not all, to Pous at that time were due to amateur builders thinking they knew better than M Mignet and making "improvements." M Mignet himself has been flying Pous with perfect safety ever since. He flew one over to Elstree a year or so ago, and a large number are being built and flown all over the world. Even in this country there is one still in existence which was built by the late Mr Story of Southend, with a The ski-equipped Miles Aerovan referred to by Mr D. L. Brown Scott light aero-engine, on which he did a lot of flying and which can still be seen at Messrs Storys garage at Southend. I am glad Mr Best-Devereux has flown in one of the latest models, but I don't understand his remark about the problem of "control in the rolling plane." As 1 pointed out in my first letter, the two-seater I was in did all turns, from the gentlest to vertical ones, on the rudder alone, without any difficulty. I can't understand the statement that a recent attempt to provide a cheap two-seater finished up with ailerons fitted. No, repeat no, Mignet design has ever been fitted with ailerons. I can imagine the antics of the front plane if ailerons were fitted, using the pivoted front plane. It is the continued prejudice in this country against a wonderfully successful design that made me suggest that someone really interested in safe flying would help to get an HM two-seater over here to prove the truth of the old adage that the proof of the pudding is in the eating. One last word. When M Mignet was ill in hospital a year or so ago Mr Best-Devereux visited him and helped him a great deal. M Mignet told me: "Mr Best-Devereux is a very, very kind man." Wembley, Middx c. L. WILLS SIR,— I don't know why the Flying Flea or Pou-du-Ciel comes in for so much condemnation. Is it because it only had two controls and dispensed with ailerons? Nobody seems to have said anything against the very successful two- control American Ercoupe. Must we always be so conven tional and think that because R.E.P. initiated the three- control system in the year dot, it must always be used ? The Ercoupe was not built by amateurs. The Pou was. Must the Pou be condemned because a few amateurs killed themselves, mainly through lack of knowledge? Henri Mignet is a genius, but he made the big mistake of saying in his book. "If you can nail together a packing-case, you can construct an aeroplane." Unfortunately, some amateurs took him too literally and did so. Still more unfortunately, they could not always obtain the specified type of engine and fitted any old motor of approximately the same h.p., irrespective of the effect on the centre of gravity. Now, the Pou's e.g. was somewhat critical and the result of this lack of knowledge got the aircraft a bad name. Mignet was also self-taught, but is it not significant that he has never sustained a bad accident but has given many exhibitions which included steep turns near the ground? Potters Bar, Middx A. H. CURTIS, Sqn Ldr Airliner Census SIR,—Having studied with great interest the accurate "Airliner Census" which appeared in the issue of December 20, may I add a few additions and amendments? No mention is made of the Douglas DC-2. I believe that it is correct to say that at least four of these worthy aircraft are still to be seen. Firstly, there is still one to be seen in Europe in service with Airnautic, registered F-BJHR. Secondly, Johnson Flying Service Inc operate N48672; and lastly, Transaer operate two, LV-GGT and LV-GGU. Next, some amendments to the fleets of the airlines of the Soviet Bloc countries. By various means (including listening- out to short-wave aircraft frequencies) it is possible to find out the fleets and registrations of these Soviet countries. Firstly, East Germany. Although there appear to be two
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