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Aviation History
1963
1963 - 0847.PDF
ri^iuni iniernaiwnui, o june iyoj 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 Names and addresses of writers, not for publication in detail, must in all cases accompany letters. Brief letters will have a better chance of early publication. RAF Terms of Reference SIR,—Some months ago Flight International published a letter in which I outlined what was understood to be staff thinking on the place of manned aircraft in the task of prevention of war. Since then the Secretary of State for Air, in a speech to Oxford University Air Squadron, has con firmed that we will plan for a generation of aircraft with maximum endurance and range and also for operations in space. The recently published White Paper has, inter alia, stressed the requirement for intercepters. It is also reported that the US Air Force has become interested in bombers with strategic capacity, which may infer the ability to use Skybolt, and that the US Army has begun formation of an experimental "tactical air assault division" with helicopter transports and relatively unsophisticated fighter types, for reconnaissance and ground attack, giving umbrella pro tection. So far, so good; it is evident that our High Command's appreciation of the future strategy of warfare owes no more to outside sources than does our materiel and personnel. The text of my letter was based on information over a year old at the time of writing. It appears, too, that the UK's genuinely independent deterrent, whatever form it may take, will be the responsibility of the Royal Air Force. The Service will welcome the terms of reference now given, as a result of acceptance of the Chief of Air Staff's views. To what extent this will be affected by politics remains to be seen; none of us is likely to be optimistic about the improb ability of a complete reversal of this policy at any time. There is also the question of Bomber Command's being committed to the service of NATO; I have heard the word "integration" used in this connection. But if, indeed, we are going to be free to think and act for ourselves, the Royal Air Force and its sister services, given a clear directive and freedom to interpret that directive as thought best, are fully capable of providing the shelter that this country requires. The Skybolt affair in fact may prove to have been the best thing that could have happened. London NW1 E. E. GERVASE-DAVIES Commercial Pilots' Future SIR,—I have always been keenly interested in aviation, but *>ne niggling little doubt kept me from applying to become a .commercial pilot—was there any future in it ? "Yes," was the reply from people "in the know"—"we will always need the human pilot." This statement was further strengthened by A report, earlier this year, that the College of Air Training was crying-out for candidates of the right calibre. Now comes the shattering news that two of our major .airlines are discarding aircrew left, right and centre. Can anyone please tell me what kind of career I am letting myself in for? Troon, Ayrshire C. SINCLAIR Turner, Ewen—but no Smiles SIR,—I refer to the letters from Geoffrey Dorman (April 25) and R. E. Nicoll (May 9) with reference to the photograph of the gentleman testing a crash helmet on a hangar door. Just for the record, it is as well to give the names of the people correctly. From left to right, in the background, they are Lewis Turner, W. H. Ewen and A. M. Ramsay. Mr A. M. Ramsay was a co-partner when W. H. Ewen Aviation Co Ltd was formed in December 1912. If anybody challenges these names, it is suggested that they turn to Flight for January 3, 1930, in which the picture (with names) is reproduced. I had a flight with W. T. Warren Jr and the pleasure of two loops in an L. & P. biplane with M. G. Smiles on October 22, 1916. (In case anyone challenges this, I happen to have his receipt.) Potters Bar, Middx A. H. CURTIS, SQN LDR (RET) How Many D.H.89S? SIR,—Mr T. Hobbs (Letters, February 21) has taken me to task regarding some facts on the D.H.89 prototype which appeared in my letter of December 20 last year. Apart from my own typing error in which I gave the CN as 6520 instead of 6250, I must plead not guilty. I was fully aware of the other early history of this veteran biplane transport (as recorded by Mr Hobbs). My only reason for omitting this additional data was space considerations. For the record, Aero St Gallen sold CH-287 to Swissair on March 5, 1937, and shortly afterwards the aeroplane became HB-APA. As CH-287 it was handed over to Aero St Gallen at Hatfield on July 18, 1934, and afterwards flown to Altenrhein (Switzerland) by Maj H. de Havilland via Lympne, Brussels and Basle. Total flying time on delivery was 4hr 47min. Mr Hobbs claims that the total number of D.H.89s built (all marks) is 728. Mr C. Martin Sharp's excellent D.H. An Outline of de Havilland History (published in 1960) lists the total as 685. Mr Denis K. Fox, editor of British Civil Aviation News, has, I understand, individual records of no less than 739 Rapides built (including, of course, all wartime- produced Dominies for the RAF and RN), made up of 393 produced at Hatfield and 346 by Brush Coachworks Ltd at Loughborough. Since de Havilland themselves have stated that up to September 1939 a total of 210 Rapides were delivered to their customers all over the world, this means that the greater bulk of production took place between 1940-45. Yet another figure for the total number of D.H.89s built (all marks, including wartime Dominies) is given in Mr A. J. Jackson's British Civil Aircraft, Vol 1. On page 348 it is stated the total built was 737. Most interesting is the fact that all the figures given are different from the figure of 685 quoted in Mr Sharp's book. Nairobi, Kenya DENNIS M. POWELL Unidentified Delta SIR,—On May 9 I spotted an aircraft, flying in a north/south direction above my school, which I simply could not identify. It was flying between 15,000 and 20,000ft. It was a delta- wing aircraft which definitely seemed too small to be a Vulcan and too large to be a Javelin. It also had a high tailplane (which a Vulcan does not have) and it was finished in white. I have never seen a white Javelin so I doubt very much if it was one. I would like to hear other people's suggestions as to what this aircraft might have been. Leicester WILLIAM P. BEETON [What about the Boscombe Down Javelin "chase-plane" which is bright yellow ?—Ed] FORTHCOMING EVENTS June 6-16 Paris Salon International de i' Aeronautique et de I'Espace. June 8-9 Norfolk and Norwich Aero Club: Open day. June 16 Tiger Club: Air display. Fair Oaks. June 20-26 Club International d'Assistance Aeroportuaire: 1st International Airport Ground Equipment Exhibition, Geneva. June 22 RAeS Rotor craft Section: Rally and garden party. June 22 Exeter air day. June 23 East Anglian Flying Club: At home. June 29 RN Air Station, Yeovilton: Open day. June 29-30 Royal Aero Club: Le Baule Rally. Other regular features are continued on page 892 et seq, after "Paris 1963"
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