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Aviation History
1964
1964 - 1934.PDF
FLIGHT International supplement, IS junt 1964 Air-Cu«hion V«hicl«» Harry Phillips, and (in N3) the Officer Commanding IHTU, Lt Cdr F. A. H. Ashmead, RN. Cdr Ashmead has already written of his unit's mission in this journal (Novem- ber 1963). Since that time the unit has grown to eight officers and 30 other ranks, and it has had its hands on SR.N1, SR.N2, SR.N3, VA-1, VA-2, CC-1, CC-2, D-2 and the Folland Germ. This broad experience is bringing to the unit a nucleus of expertise which is already proving of great value, not only to the Defence Forces but to the nation's ACV industry. No other country has a body of men with such wide knowledge of the practical operation of widely differing types of ACV over all kinds of terrain. We were able briefly to discuss the military ACV picture with Cdr Ash- mead and two of his staff: Sqn Ldr J. E. Burton, RAF, and Maj D. R. Eales, a military engineer officer. IHTU are charged with rinding out what roles ACVs can perform in all peace and war situations; with evolving improved structures, skirts, propulsion, controls, equipment, loading arrangements and operating techniques; and with training personnel in ACV operations, formu- lating requirements and policies, and generally providing a pool of ACV knowledge. All three main arms of the Defence Forces have their own requirements for ACVs. The Navy welcome the air- cushion principle as a means of elimi- nating water drag and thus enabling surface craft, and in particular the high- speed anti-submarine frigate, to exceed speeds of the order of 30kt. The Army regard the new vehicle primarily in the context of logistic support, beach assault and reconnaissance, as outlined in this journal's issues of December 1962, and January and February 1963. The Royal Military College of Science at Shriven- ham have shown that an ACV able to run at a fixed-structure clearance of 10ft (which is by no means beyond the bounds of possibility) would be able to operate over practically all of the Earth's surface apart from dense forest and the most rugged mountains. The RAF have long viewed the ACV as a potential replacement for marine craft, and especially for crash rescue vehicles on both sea and land. Two years ago IHTU began by look- ing into crystal balls; today there are numerous roles in which there is no doubt that, on a cost/effectiveness basis, the ACV promises to be superior to the displacement vessel, the wheeled or tracked vehicle or any flying machine. SR.N3 will be by far the most valuable piece of equipment the unit has had. She can carry 12£ long tons of payload, or some 150 troops, in addition to a considerable amount of operational equipment. She can be operated by two men, but in most IHTU operations will have a crew of about nine, including a captain, navigator, officer of the watch and engineer. Flying experience is admitted to be "a great help" to ACV driving; but IHTU stress that the future military hovercraft must not require a skilled pilot at the helm, and former crews from tanks and ships are to be trained to operate the most advanced craft. The philosophy is reflected in the unit's influence on cockpit controls and instruments; and Admiral Smeeton even said he would like to see cheaper power- plants than "sophisticated aircraft engines." The immediate task with SR.N3 is to learn to operate over water in clear weather, and serious work was due to begin the day after commissioning. The Solent is an almost ideal stretch of water for such operations, and the Channel beyond should be able to offer a wide range of more severe sea states. Only a few miles from Lee is RAF Thorney Island, the environs of which are at low tide an expanse of saltings, sand, marsh, long grass, reeds and soft mud. This has in the past posed a severe crash rescue problem, but today it is regarded as highly suitable terrain for ACV investigations. Nevertheless, the big ACV, like the supersonic aeroplane, needs plenty of room for advanced military purposes, and this is hard to come by in Europe. IHTU have surveyed areas as far afield as Singapore for future ACV trials, and have found particularly promising places around the Persian Gulf, but local permission would have to be obtained for any overseas operations. In any case extended overland trials are not expected before 1965. The unit has made outline plans not merely for 1965 but for ten years ahead. Three more ACVs are expected to be delivered this year, and IHTU may well grow into, or be supplemented by, a Hovercraft Develop- ment Establishment. But one fact seems obvious: financial considerations make purely military ACVs highly undesirable, and the larger designs will have to be commercial successes also. Without a roai-fund licence, N3 crosses the public highway between HMS "Ariel" and the sea
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