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Aviation History
1964
1964 - 0619.PDF
364 FUGHT International, 5 March J9c • Letters Letters for these columns are welcomed, though "Flight Inter- national" does not necessarily endorse the views expressed. Name and address should be given, not necessarily for publication in full. Brief letters will have a better chance of early publication. The Small-turboprop Market SIR,—On reading the note headed "Bright Prospects for the PT-6" which appeared in the January 23 issue, I was prompted to enquire of this country's status in the up-to-700 h.p. class of turboprop engine, especially since the Short Skyvan is to use the French Astazou engine. I suppose the pioneer of turboprop executive aircraft is the resourceful Beech Aircraft Corp, with its King Air; and although one wishes Hawker Siddeley every success with the HS.125 (since in some cases the markets for these aircraft might overlap), it is clear that there is no British com- petition, as yet, in this field. However, I feel we are certainly not too late in endeavour- ing to score in the small-turboprop market, and I am sure the Rover turboprop engine must be eagerly awaited in some circles. The anticipated high t.b.o. values, coupled with turbine economics, are most attractive even if the first cost is rather high. Clearly, in the very near future a demand will be exercised in both executive and private flying for turboprop-equipped aircraft. If the decision has not yet been taken in the USA to develop a turbine in the 100-250 h.p. class it will clearly depend on the success of the King Air with its PT-6 engines. Perhaps readers of Flight International would care to comment on the use of turbines in this field? Carshalton, Surrey ROBERT J. BURGESS Time Lost by Jet Travel Sm,—We are perturbed to learn that in future we shall no longer be able to fly from London to Montreal by night— as had been our custom in the past. Although the booking offices of the airline companies do not seem to be able to give a reason for the cessation of night flights, we can only conclude that it may have something to do with the Atlantic run having become exclusively for jet traffic. This could mean that since all jet aircraft are supposed to take off from airports before a certain time in the evening, and land only after a certain time in the morning—because of the noise factor—it is now no longer practicable to operate night flights. For aircraft have become so fast that even if one were to take off from London at the last possible minute it is allowed to make its noise, it would still arrive over Montreal a long time before it was allowed to land. Thus now we have progressed so much that instead of being able to spend a full day in business or pleasure in England, then sleep in comfort en route to Montreal, and arrive refreshed in time for an early breakfast before another full day of business or pleasure, we shall in future have to waste a full, irreplaceable day in order to make this trip. One whole day of time—which is something money cannot buy. It is difficult to envisage how such time can be turned to useful account. There is no scenery to enjoy on this run. Little education, or enjoyment, can be expected from sitting and staring at one's fellow passengers. Day-time flying as a passenger is not very relaxing. It would appear that aviation has now turned full circle; for now, instead of saving time, flying is going to waste it. Pierrefonds, PQ, Canada L. PALUSER First Rocket Fighter SrR,—Some time ago an appeal in your columns for in- formation and photographs concerning the wartime Messerschmitt Me262 jet fighter resulted in a most en- couraging response from former aircrew and ground personnel of both sides. I am now extending this research to the rocket-powered Mel 63, and once again would be glad to hear from any person who has material of value for the book I am writing on German jet and rocket operations during the 1944-45 period. I am particularly anxious to obtain first-hand accounts of the attacks by Mel63Bs of JG400 on Allied bomber forma- tions from August 16, 1944 onwards, most of these taking place in the Leipzig-Leuna-Merseburg area. Similarly, contact will be welcomed with ex-RAF members who were at Eggebek, Husum and Schleswig airfields in May-July, 1945, and may have knowledge of the ultimate fate of the large number of Mel 63s of II/JG400 that were captured intact at these fields. So far, I have traced ten Mel63Bs that still survive in museums in various parts of the world—single examples in Australia and the United States, two in Canada and no less than.six in this country—and would like to hear of other specimens that may have escaped me. Much has been made of the explosive tendencies of the Mel 63, and there is no denying the frightening properties of the C- and T- Stoff used as fuels, but the enclosed photo- graph [reproduced below—Ed] bears witness to the fact that the adage about familiarity breeding contempt held true even when dealing with a machine of such powder-keg potentialities as the Kraftei. These particular Mel63s belonged to 2 Staffel of JG400 at Brandis airfield, east of Leipzig. 8 Lav/ford Road, RICHARD p. BATESON Chiswick, London W14 The Mel63 photograph mentioned by Mr R. P. Bateson Wapiti Wings SIR,—Further to Mr Williams' letter Flight International, January 16), during 1957 I was driving into Twyford when I noticed the aeroplane wings mentioned situated in the hedge surrounding a number of vintage and veteran vehicles lying in a field. On further investigation I was able to examine the remains of an old biplane fuselage, said by the owner of the field to be a Wapiti (not Wallace as suggested by Mr Williams). This aircraft had the usual wooden four-bladed windmill and gearbox associated with target-towing aircraft. It is logical to expect therefore that the wings in the hedge were from this Wapiti. Older residents in the Twyford area may confirm that after the 1914-18 war, government surplus S.E.5 aircraft were taxied about for fun in this same field prior to being broken for scrap. Hessle, E. Yorks E. G. SHELDON
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