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Aviation History
1963
1963 - 0488.PDF
466 LETTERS... helicopter pilot "landing with resolution" and compressing his oleos so that the grid would be pierced as deeply as possible by the many-barbed harpoon. He would thus effect a taut helicopter-to-ship engagement at the moment of landing, so that after the rotor was stopped the deck crew could emerge from shelter with safety and attach the proper multiple lashings. First proposals for release on take-off incorporated a two-harpoon leave-one-behind arrangement. This led to the simpler solution of a single harpoon with leave-behind hold-down link jettisoned from a pilot-operated release. As can be imagined, there was much interest in all the above activity, but the project was ahead of a definite requirement though the Admiralty took appropriate patent action. About four years ago, however, a legitimate need appeared to be developing at the Naval Air Department, Bedford, and as 1 was still serving at the time I organized another set of the rather crude Dragonfly gear once again, for demonstration purposes. At this stage, I gather that the French saw the apparatus under exchange of information arrangements, and decided to go ahead and develop the scheme. From what 1 can learn, however, with all due respect to French engineering, their efforts have led to what I think might be an excess of weight and complication. With the right kind of undercarriage and a high-friction deck, the harpoon is essentially a safeguard; in these circum stances, therefore, a compromise on the side of lightness and simplicity would appear to be possible. For the interest of any readers who may be so unfortunate as to have to tarry a while at the present-day Ford, the original grid still exists in the long grass near to the derelict air traffic control building. I have no doubt that many a citizen in durance vile has seen the article and wondered what on earth it was for! Shoreham-by-Sea, Sussex ]. s. SPROULE Lt Cdr, RN (Ret) Naval Whirlwinds' Snow Missions SIR,—I must correct an inaccuracy in your issue of March 7, under "Service Aviation" on page 350. An item headed "Most Fantastic Period . . ." contained the following state ment : "The services taken for granted in more normal wea ther have been sustained over a very long period solely by RAF helicopters." During the blizzard conditions on Dartmoor in January and February, Naval helicopters of 705 and 848 Squadrons from RNAS Culdrose flew a total of 197hr on snow relief work. A wide variety of loads were carried, ranging from cattle food to provisions and fuel for isolated farms, and occasionally urgently needed medicines. While in no way decrying the magnificent achievements of our friends in the Royal Air Force, who I was pleased to see were more than happy with their Gnome-Whirlwinds, I feel bound to place on record the fact that we had no cause to complain of the performance of our piston-engined Whirl winds, and that the above flying hours were achieved without incident or restriction being placed upon the aircraft due to the extreme conditions. Helston, Cornwall T. CLANCY, Lt Cdr, Naval Information Officer, RNAS Culdrose [Reference had been made previously—Service Aviation, January JO—to the fine work done by RN Whirlwinds in the West Country blizzards. The piece referred to by Lt Cd Clancy especially emphasized the performance of the Gnome- Whirlwinds.—Ed] Sunderland Dam-busters SIR,—1 fail utterly to see the sense in Mr Elliott's suggestion (Letters, March 21) of stripped Sunderlands for dam- breaching. Having first failed to see the point of breaching the dams (which shows a surprising blindness anyway) he goes on with the Sunderland scheme which "could have FLIGHT International, 4 April 19C3 delivered much heavier charges at the foot of the walls." How would the charges have got to the foot of the walls, how would the crews have "landed" the Sunderlands and how would they have abandoned them? Had Mr Elliott started his letter with poisoned haggis for Scottish dams and creeping shamrock for Irish dams I would have appreciated it more. Woking, Surrey F. H. SMITH SIR,—Mr Elliott is not convinced of the necessity or success of the dams raid. About the necessity I would not argue but about the success I must have my say. The two main targets were successfully dealt with, as we all know. I call that a success. Provided that lumbering Sunderlands could have got to the targets at all, how would the attack which he suggests have been made? Along the upper lake, where the aircraft would hit the top of the wall and do little damage? No good. Below the dam wall? Its cargo of explosive would have hardly marked the concrete but would have made a very large bang! No, the cushioning effect of the water was necessary to ensure maximum effect from the explosion. Anyway, there were torpedo nets protecting the dam. I am very glad I wasn't detailed to abandon the aircraft on the run-in, as he suggests. At least we had a sporting chance. Epsom, Surrey H. S. HOBDAY [Mr Hobday was a navigator with 617 Sqn.—Ed] Cricketing^ Aviator From Gp Cap! D. F. Rixson, OBE, DFC, AFC, RAF. SIR,—I was surprised that amongst your "Sporting Aviators" (Sport and Business, March 7) you did not mention some of the cricketing aviators. Perhaps this was because of the recent Test tour in Australia ? The split-second timing needed so often in the air is equally essential in our national game—particularly, for example, when dealing with the half-volley and preventing it from becoming a yorker! One of our greater cricketers still shown in Wisden, and I think the only one designated RAF and Hampshire, is the former Fg Off R. Utley, now a monk at Ampleforth but still encouraging the young to fly and in particular to go to Cranwell. London SW1 DENIS RIXSON FORTHCOMING EVENTS Apr 4 RAeS, Cambridge: "Naval Aviation," by P. H. C. Illingworth. Apr 4 RAeS, Halton: "Soaring Techniques in High-performance Sailplanes," by R. A. D. Dunn. Apr 5 RAeS, Glasgow: a.g.m. Apr 5 RAeS Rotorcraft Section: "The Single-rotor Helicopter with Rigidly Mounted Blades," by R. R. Heppe. Apr 5-7 Aslib Aeronautical Group: Annual Conference, Cranfield. Apr 7 Blackbushe Aero Club: Spring Rally. Apr 8 Kronfeld Club: "More Advanced Meteorology," part 2, by C. E. Wallington. Apr 9 RAeS, Luton: "Lubrication, Friction and Wear," by S. C. Dodson. Apr 10 RAeS, Brough: a.g.m. and qui:. Apr 10 RAeS, Chester: "The D.H.125 Aircraft" by C. J. Goodwin. Apr 10 RAeS, Merthyr and Treforest: "Small Gas Turbines," by J. H. Wearing. Apr 10 Kronfeld Club: Film " Victory at Sea." Apr 15 Tiger Club: Air Display, Panshanger. Apr 17 Kronfeld Club: "Barnstorming and Gliding in the Twen ties in Australia," by Hamilton Hervey. Apr 17 Society of Environmental Engineers: " Vibrator Rig Specification and Design." Apr 18 RAeS Main Society: "Structural Design of the X-15," by R. L. Schleicher. Apr 23 RAeS Main Society: "Propelling Nozzle Research," by M. V. Herbert and W. G. E. Lewis. Apr 24 Kronfeld Club: Films. Apr 24 RAeS Graduates' and Students'" Section: " Variable- geometry Aircraft" by C. G. B. Mitchell, and "Full Pressure Suits," by G. C. Cook. Apr 28 Tiger Club: Air Display, Fair Oaks.
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