t News R~~ndup . insolu ble; but they do exist together wi th numerous oth ers n ot touched upon, hut nonetheless pertinent, in such w idel y diversified realms as bl in d fl" in cr in sr'rurne nts, n;ni~:1t ion. rad io High Flight In ;1 w ideh· q uoted art icle ent itled ··-+o,000 Fee t for Ci,i l Ai rcraft? " G los ter C hi ef T est Pil ot, Sq uadro n L eade r \0/. A . \ l.. ' aterton, AFC and Bar, w h o is in Canada to carry out fli g h t res ting on !\ \' ro Canada's CF-100 jet fighter, bri ngs to th e fore some of rhe m an y problems of high fl ight. SL \Vater ton ·s art icle first appeared in the H awker Siddeley Re" ie,v, publ ish ed by the H awker Siddeley Group, of w hi ch Glos ter and A. vro Ca nada a re both members. Says he: '·Perhaps it seems strange that I , w ith a background of only jet fighter experience, should discu ss jet propell ed aircraft from the civ il oper at :ng side. I r ha s often been proved , however. that the problems of fighter aircra ft today are those of the bomber tomorrow an d of the ci\'il transport the next dav . although it would appear tha t the order of the last two might well be re\'ersed these days in Britain." On some of the condition s that he has fo und at high alt itudes th roug h personal expe rience . he says: " Jn the realms of meteorology much remains to he k non·n . espec ia llv of con d it ions at h igher ::iltitudes . \ l..' ind s of ter ri fic ,·elocit ies are frequentlv encou nte red at altitude; ]'i(J knots is not u nknow n and in many cases th e winds are of suAic ient strength to discred it ~nerely t:he increases in r:rnge and end u ra nce gained by opera ting jet engines at their best hei ~.: h ts. ".\1et win ds at 30.4H feel and over :,re fa r from accura te in many parts of the n ·orld. as landing up 60 mil es sou th of track in an hour's flight from C reece to Italy over 8 8 clo ud tops a t 31,000 feet h::i s sho\\'n. \1eteorologists r::irely, if c,er, pred ict cum ulus or cumu lo-nimhus clo ud 0l'e r 23 ,000 fee t, hut in Engla nd and over the A lps, J\ ppennine\, Corsica. Greece, a n d th e M:.i ss if Ccntr::il of France, we have on numerous occasions see n he:.ivy cu and cu-nim hu s cloud w ith tops up to 38,000 feet. Denst: layer cloud freq uently ex tend s to .10,fJ/J0 f c:e t wi th he::i vy h aze:, ;ind ci rrus 011 occ: ,sion . we ll ahove 40,000 fc:c:t. " Th i, mcm .,. S ' L \1..1:i terlon indi c:.i tes, th:t t not only is th ere icing ::t t these alt itu des, bu t the re is also, with cu an d rn-nirnbus clouds , extremely turb ulen t J ~r. "F onu nateh ·. in d ica ted air speeds are low at h ig h alti tudes ( 50% of true at -+0,000 feet) and 'G' is therefore not so liable to o,·erload a comparatively lightl y st ressed com m ercial aircraft as if it were flying low down at h igh in clicated speeds. On the other h:rnd, dam.pi ng is comparati vely poor if th e aircraft 's fli ght path is disturbed and shock load ings are extremelv high. " T he thi ng abou t this that bothers S 'L \Vaterton is that the aircraft may be able to take it, bu t not so likely the passenger. HoweYer, he feel s that there is a brigh t side and concludes by saying : '· .,i,J ] these problems are far from ) b .._ and radar a ids , crew trai ning and flyi ng techniq ue. To m e the im portanL thing is that they shou ld be recognized a nd admitted and faced up to with fo resigh t. . •• Central Northern Central 'N'orth ern A irways had net operati ng reven ues of $n.0G4 ( 23, 11 2) for the month of Jun e, 1949, th e Do m in ion Bureau o f St::tristics recently ann ounced. F ig ures appea ring 111 brackets rep rese nt the com para ti ve 1948 amou nt. O ther figu res fo r the m onth are: tota l reven ues, $59,109 (62.051); total expenses. $37,145 (38,939); total miles flown. reve nue and non-revenue, 73,- 70 l ( 80 .889); tota l re,·enue hours flown. 724 ( 711 ) ; revenue passenge rs. 1 .394 ( 1.292 ); passenger miles. re Yen ue a nd no 'l -re\'e n ue. l l 0.294 ( 130.2653 ): AEROCAR: Moulton B. Taylor, pre s'. d e nt of Aerocar , Inc. , is shown in front of the Aerocar (Aircraft and Airport, August , 1949) in th e top photo . The prototype has flown and the CAA has given permission to build and sell a limited number for service test and demonstration. For road work, the w:ngs and rear of the fuselage is re moved and towed beh ind the roada ble section . Changeover takes one minute . Removable portion of fus e lag e is cl e arly visibl e in the lower picture . A IRCRAFT and AIRPORT • goo

News Roundup - Jan 1950

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