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Aviation History
1964
1964 - 2174.PDF
FLIGHT International, X July 1964 LETTERS . . . "Brab": a Remarkable Find SIR,—Following my recent letter about the late Lord Brabazon, and particularly in relation to the way in which he acquired his second Voisin, I think your readers might be interested in a quite astonishing stroke of good fortune that came my way when examining a box of old papers among Lord Brabazon's archives. Tucked into an envelope which obviously had remained unopened since it was received, was a letter which must now rank as one of the most interesting documents in the history of European aviation. It is the actual letter Henri Farman sent to "Brab," explaining what had happened to his aeroplane. He had clearly written a brief note enquiring about the Voisin, and had a querying cable back. Below is this remarkable docu- ment in full, followed by a shorter letter tucked into the same envelope, which followed Brab's reply. Farman had the letters typed in English. The details of the story are as I recounted them in Flight International on May 28, but the more wicked fact emerges now that Farman had actually paid for or towards the aeroplane in question. London Wl CHARLES H. GIBBS-SMTTH FARMAN FRERES Automobiles 22 Avenue de la Grande-Armee Private and Confidential Paris, le 18 Fevrier 1909 Mr Moore Brabazon 29 Chesham Street, W. Dear Sir, Many thanks for your telegram of today. The reason why we wrote to you is the following. I had ordered an aeroplane from Voisin a few weeks ago giving the distance I wanted between the planes and the position of the front rudder [elevator] and Mr Voisin agreed to build it but at my own risks as far as flying was concerned. This machine was paid for and was ready at Voisin's. Dutheil was getting the motor ready for it and had taken all the principal proportions of my aeroplane to fit the motor. Therefore coming back from Chalons, you can judge of my stupefaction to find that Voisin had given you my machine built according to my specifications. I am glad the machine flies well, but now, you know to whom it is due. Well, to cut a long story short I have begun legal proceedings which I will stop, however, as Voisin has refunded me the money I paid, in a cheque. I have only been robbed of a few good ideas but I can do nothing except having nothing more to do with Voisin. Thanking you for your courtesy for replying so quickly to my letter. Believe me, Yours truly, (signed) H. Farmaa 16 Mars 1909 Dear Mr Moore Brabazon, Many thanks for your letter of the 13th. I hope you will be quite successful in flying in England, and though it is absurd, I will again advise you to be very prudent and try thoroughly the motor with the propeller for hours before flying so to be sure nothing will break. Yours very truly, (signed) H. Farman How Long: is an Average Piece of String? SIR,—Gp Capt Shipley (Letters, June 25) seems perturbed that it is farther from London to Belfast than from Bel- fast to London. I suggest his concern is Pavlovian in origin for I assume he has been conditioned to believe that everything has an absolute magnitude. Ulstermen have long since abandoned such primitive Cartesian concepts for those of the sage Lewis Carroll. We 191 contend that an average mile is of the same order as an average temperature or an average rainfall or even an average ASI, i.e., it is a subjective concept which may vary with circumstance. Thus I see no fundamental anomaly in BEA's argument that it is 440 miles going to Belfast and 330 coming back to London. Mind you, I think their calculation is wrong, because it seems more likely to me to be the other way round. A mis- print, perhaps? Crawley, Sussex N. j. COCHRANE Allocation of ATC Frequencies SIR,—With the introduction of 50kc/s channel operation, and the creation of additional, frequencies, I am truly perplexed why the Ministry of Aviation did not take advant- age of this opportunity to re-allocate frequencies which are both realistic and progressive. If each aerodrome was allocated with frequencies spaced 25,50 or even lOOkc/s apart for Tower, App/VDFandRadar^ precious seconds would be saved in the cockpit when chang- ing frequency. Needless to say, the time spent thumbing through radio manuals, and their size, could be considerably reduced with a standard frequency allocation. As it stands, pilots shunt needlessly through the frequency band following the "Ministry's selection pin," and moreover, as a practising air traffic control officer, 1 am equally concerned that aerodromes within very short distances of each other are issued with the same frequency, with unavoid- able jamming, particularly when traffic is heavy. Instead of making progress, each new requirement plunges us further into the morass and eventually back to Square One. Leavesden Aerodrome, Herts A. FROST, Air Traffic Control Officer [The reshuffle of frequencies at the beginning of this year was part of the general Eumed region re-allocation, establishing the use of 50kc/s spacing and a wider band of frequencies. In addition to the anomalies mentioned, Birmingham and part of the London FIR were allocated 50kcjs frequencies, putting them effectively out of reach of private aircraft with low-band, lOOkc/s coverage. Something is being done to correct this unaccountable aberration, though it should logically have been avoided in the first place.—Ed] Magnificent Men SIR,—In regard to the film Those Magnificent Men and Their Flying Machines may I suggest that, apart from the aeroplanes and the men who flew them, there should be a special place somewhere in it for the fitters and riggers who kept them flying? Farnborough, Hants BiLL WARNER W. W. Warner (Consultants) Ltd ATCOs and Pilots SIR,—Will someone please tell Gp Capt John A. McDonald (Letters, July 2) that the war is really over now? In my opinion, it is precisely such outdated thinking in high places that continued to create the "appalling conditions" against which ATCOs have at last spoken out—and rightly so. Good luck to them in their endeavours to improve their lot! Turning to pilots—like the taxi driver, they too are engaged in taking people from A to B, but not as sergeant pilots nor as a sort of dedicated Flying Doctor service, though judging from the long hours they are legally expected to work, one might be excused for thinking so! Anyway, the rate for the job is the rate for the job ... or isn't it ? As for the sentimental clap-trap about 20,000 poor workers in danger of losing their hard-earned holidays ou the Costa Brava ... if business is that good for the independents, why did the dispute arise in the first place? Forest Row, Sussex N. FARRAN
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