Volume 6 No 4 - Royal Air Force Centre for Air Power Studies

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34 April 1954, when an aircraft departing from Rome again broke up in mid-air, resulting in the loss of all 43 people on board, that long, detailed and methodical investigations into the precise circumstances began. This sad story is worth recounting in order to highlight the persistence, the skill and the ingenuity of those in the aviation industry who finally isolated the cause, which turned out to be metal fatigue. The inquiry itself involved the Royal Aeronautical Establishment at Farnborough and was chaired by its Director, Sir Arnold Hall. The sort of men and women who meticulously researched this accident — and hundreds of others like it over the years — have done much to advance the cause of flight safety in both civil and military flying. It is perhaps ironic, given earlier references to Anglo-French rivalry, that one of the finest technological achievements in airliner history, and probably the most controversial airliner of modern times, Concorde, should have resulted from cooperation between Britain and France. Until the moment it was retired from service, more than 34 years after its first flight on 2 March 1969, it remained an elegant and distinctive sight — a masterpiece of innovative design. Concorde’s future though was always beset by doubts. The reasons for this included high operating costs, what were considered to be high noise and smoke emissions and, most recently, safety concerns that emerged after the Paris crash of July 2000 in which 113 people died. The temporary grounding that resulted was effectively compounded by the longer-term impact on premium air travel of the New York terrorist attacks on 11 September 2001, and undoubtedly contributed to the aircraft’s ultimate demise. Concorde effectively spanned the latter half of the century of aviation. Developed in the 1950s, it was not until 26 January 1976, 14 years after Britain and France finally agreed to build the aircraft, that Concorde entered commercial service. Unfortunately it failed to sell and routes soon had to be consolidated. Then, in September 1979, the British and French Governments halted production after building only 16 aircraft. The total cost of the programme has been put at £3 billion. It was the most expensive and in some ways the most disappointing airliner the world has seen. Until its final withdrawal from service with British Airways in October 2003 (Air France grounded their aircraft 5 months earlier) it remained a shining example of the aviation industry’s technical capabilities. Moreover, in bringing together key elements of the European aerospace industry in a hitherto unprecedented manner the project effectively presaged the commercial success subsequently enjoyed by Airbus. Returning to the military field, no discussion of British aviation would be complete without mention of the Harrier. The origins of this novel aircraft lie in the mid-1950s. The British Government’s first venture into the vertical/short take-off and landing (V/STOL) arena was Shorts’ delta wing, fixed undercarriage SC1. It required four RB108 lift engines for vertical flight, together with a single RB108 for conventional, wingborne flight. However, practical application of this concept proved difficult. The second prototype SC1 crashed in 1963, killing the pilot. While all this was going on Hawkers were pursuing their own ideas in the V/STOL field — ideas that led eventually to the Harrier, via the Rolls-Royce ‘flying bedstead’ and the P1127 prototype. The P1127 first flew in October 1960 and employed a different approach - vectored thrust and a jet reaction control system. But it should be acknowledged that it was a French engineer, Michel Wibault, who first proposed the concept of directing, or vectoring, the thrust of a jet engine. As a further aside, it is interesting to note that a similar design battle between the lift engine concept and vectored thrust was played out in the competition between Boeing and Lockheed Martin for the lucrative Joint Strike Fighter contract, won by the latter company in 2001. Back in the 1960s several countries were drafting requirements for V/STOL combat aircraft. This led to an agreement early in 1963 between Britain, the Federal German Republic and the USA to purchase nine developed P1127’s. These aircraft were to be used in a tripartite evaluation programme with the objective
Dr Paul McReady, claimed the second Kremer prize of $100,000 for the first man-powered flight across the English Channel, this time with his Gossamer Albatross 35
Page 2 and 3: SEE THE ROYAL AIR FORCE AIR POWER R
Page 4 and 5: FOREWORD The leading article for th
Page 7 and 8: AIR POWER Review Editor Jay Myers P
Page 9 and 10: 1 Air Aspects of Operation Iraqi Fr
Page 11 and 12: 3 Crown Copyright The night of 21/2
Page 13 and 14: 5 A global hawk UAV had been operat
Page 15 and 16: 7 On 13 April, less than 800 sortie
Page 17 and 18: 9 The best measure of the tempo of
Page 19 and 20: DMPIs by Op Cat Qty 11 Counter Air
Page 21 and 22: 13 could train better, having made
Page 23 and 24: As with Operation DESERT STORM, the
Page 25 and 26: Air power can still be employed aut
Page 27 and 28: 19 or non-kinetic. Furthermore, the
Page 29 and 30: 21 60 ‘By the Numbers’. 90 Op c
Page 31 and 32: 23 By Air Marshal ‘Black’ Rober
Page 33 and 34: Contestants had to fly British airc
Page 35 and 36: 27 establishment of the Royal Flyin
Page 37 and 38: 29 The schneider Trophy was won thr
Page 39 and 40: 31 AHB (RAF) The first flight of a
Page 41: 33 Probably the most controversial
Page 45: 37 By way of a postscript on this r
Page 48 and 49: 40 The most promising candidate sys
Page 50 and 51: 42 more detail. The changed environ
Page 52 and 53: 44 One’s passport was dusted off
Page 54 and 55: 46 Advances in computing power and
Page 56 and 57: 48 find and strike precisely target
Page 58 and 59: 50 of JCA in 2012 will provide the
Page 60 and 61: Lt Col Prof Dr Dimitar Nedyalkov al
Page 62 and 63: 54 subsonic Soviet MiG-15s and MiG-
Page 64 and 65: 56 No MiG-21 pilot would forget the
Page 66 and 67: 58 Gaining height after acceleratin
Page 69 and 70: 61 Russian Air Power in Central Asi
Page 71 and 72: 63 Can Moscow find no other way of
Page 73 and 74: 65 Reported structure and aircraft
Page 75 and 76: In case of aggression against Kyrgy
Page 77 and 78: There remain open questions as to e
Page 79 and 80: 71 Afghanistan, and damage to the i
Page 81: the verge of collapse, as no traini
Page 84 and 85: 76 Since 1960 the number of airline
Page 86 and 87: 78 protect our economic security. T
Page 88 and 89: 80 Warfare has changed. Stealth, pr
Page 90 and 91: 82 for all of our air and space ass
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84 It is apparent that US foreign p
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A 3 Squadron Henry Farman 20 comes
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88 The Bleriot of Lieutenant Jouber
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90 The Bleriots were tractor monopl
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92 Captain Allen, Commander of ‘A
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94 3 Squadron aircrew involved in t
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96 their support arrangements. Ther
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98 AIR POWER IN SMALL WARS: FIGHTIN
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100 The Last Escape By John Nichol
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102 marches, and those who were lef
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106 ST. CLEMENT DANES, STRAND, LOND
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Volume 6 No 4 - Royal Air Force Centre for Air Power Studies

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