A quick glance at the rest of this particular AIB [Accidents Investigation Branch] file reveals many similar casualties. It deals with accidents that took place between 3 May 1956 and 3 January 1957. In those mere eight months there was a total of thirty-four accidents in which forty-two aircrew were killed (roughly one fatality every six days). Pilot error and mechanical failure shared approximately equal billing in the official list of causes. The aircraft types included ten de Havilland Venoms, six de Havilland Vampires, six Hawker Hunters, four English Electric Canberras, two Gloster Meteors, and one each of the following: Gloster Javelin, Folland Gnat, Avro Vulcan, Avro Shackleton, Short Seamew and Westland Whirlwind helicopter. (pp. 128–129)There is much to admire in the spirit of mourn the dead, fix the problem, and get on with the job, but that stoic approach, essential in wartime, can blind one to asking, “Are these losses acceptable? Do they indicate we're doing something wrong? Do we need to revisit our design assumptions, practises, and procedures?” These are the questions which came into the mind of legendary test pilot Bill Waterton, whose career is the basso continuo of this narrative. First as an RAF officer, then as a company test pilot, and finally as aviation correspondent for the Daily Express, he perceived and documented how Britain's aviation industry was, due to its fragmentation into tradition-bound companies, incessant changes of priorities by government, and failure to adapt to the aggressive product development schedules of the Americans and even the French, still rebuilding from wartime ruins, doomed to bring inferior products to the market too late to win foreign sales, which were essential for the viability of an industry with a home market as small as Britain's to maintain world-class leadership. Although the structural problems within the industry had long been apparent to observers such as Waterton, any hope of British leadership was extinguished by the Duncan Sandys 1957 Defence White Paper which, while calling for long-overdue consolidation of the fragmented U.K. aircraft industry, concluded that most military missions in the future could be accomplished more effectively and less expensively by unmanned missiles. With a few exceptions, it cancelled all British military aviation development projects, condemning Britain, once the fallacy in the “missiles only” approach became apparent, to junior partner status in international projects or outright purchases of aircraft from suppliers overseas. On the commercial aviation side, only the Vickers Viscount was a success: the fatigue-induced crashes of the de Havilland Comet and the protracted development process of the Bristol Britannia caused their entry into service to be so late as to face direct competition from the Boeing 707 and Douglas DC-8, which were superior aircraft in every regard. This book recounts a curious epoch in the history of British aviation. To observers outside the industry, including the hundreds of thousands who flocked to airshows, it seemed like a golden age, with one Made in Britain innovation following another in rapid succession. But in fact, it was the last burst of energy as the capital of a mismanaged and misdirected industry was squandered at the direction of fickle politicians whose priorities were elsewhere, leading to a sorry list of cancelled projects, prototypes which never flew, and aircraft which never met their specifications or were rushed into service before they were ready. In 1945, Britain was positioned to be a world leader in aviation and proceeded, over the next two decades, to blow it, not due to lack of talent, infrastructure, or financial resources, but entirely through mismanagement, shortsightedness, and disastrous public policy. The following long quote from the concluding chapter expresses this powerfully.
One way of viewing the period might be as a grand swansong or coda to the process we Britons had ourselves started with the Industrial Revolution. The long, frequently brilliant chapter of mechanical inventiveness and manufacture that began with steam finally ran out of steam. This was not through any waning of either ingenuity or enthusiasm on the part of individuals, or even of the nation's aviation industry as a whole. It happened because, however unconsciously and blunderingly it was done, it became the policy of successive British governments to eradicate that industry as though it were an unruly wasps' nest by employing the slow cyanide of contradictory policies, the withholding of support and funds, and the progressive poisoning of morale. In fact, although not even the politicians themselves quite realised it – and certainly not at the time of the upbeat Festival of Britain in 1951 – this turned out to be merely part of a historic policy change to do away with all Britain's capacity as a serious industrial nation, abolishing not just a century of making its own cars but a thousand years of building its own ships. I suspect this policy was more unconscious than deliberately willed, and it is one whose consequences for the nation are still not fully apparent. It sounds improbable; yet there is surely no other interpretation to be made of the steady, decades-long demolition of the country's manufacturing capacity – including its most charismatic industry – other that at some level it was absolutely intentional, no matter what lengths politicians went to in order to conceal this fact from both the electorate and themselves. (p. 329)Not only is this book rich in aviation anecdotes of the period, it has many lessons for those living in countries which have come to believe they can prosper by de-industrialising, sending all of their manufacturing offshore, importing their science and engineering talent from other nations, and concentrating on selling “financial services” to one another. Good luck with that.
This companion to Hypersonic: The Story of the North American X-15 (March 2004) contains more than 400 photos, 50 in colour, which didn't make the cut for the main volume, as well as some which came to hand only after its publication. There's nothing really startling, but if you can't get enough of this beautiful flying machine, here's another hefty dose of well-captioned period photos, many never before published. The two page spread on pp. 58–59 is interesting. It's a North American Aviation presentation from 1962 on how the X-15 could be used for various advanced propulsion research programs, including ramjets, variable cycle turboramjets, scramjets, and liquid air cycle engines (LACE) burning LH2 and air liquefied on board. More than forty years later, these remain “advanced propulsion” concepts, with scant progress to show for the intervening decades. None of the X-15 propulsion research programs were ever flown.
When I began this Reading List in January 2001, it was just that: a list of every book I'd read, updated as I finished books, without any commentary other than, perhaps, availability information and sources for out-of-print works or those from publishers not available through Amazon.com. As the 2000s progressed, I began to add remarks about many of the books, originally limited to one paragraph, but eventually as the years wore on, expanding to full-blown reviews, some sprawling to four thousand words or more and using the book as the starting point for an extended discussion on topics related to its content.
This is, sadly, to employ a term I usually despise, no longer sustainable. My time has become so entirely consumed by system administration tasks on two Web sites, especially one in which I made the disastrous blunder of basing upon WordPress, the most incompetently and irresponsible piece of…software I have ever encountered in more than fifty years of programming; shuffling papers, filling out forms, and other largely government-mandated bullshit (Can I say that here? It's my site! You bet I can.); and creating content for and participating in discussions on the premier anti-social network on the Web for intelligent people around the globe with wide-ranging interests, I simply no longer have the time to sit down, compose. edit, and publish lengthy reviews (in three locations: here, on Fourmilog, and at Ratburger.org) of every book I read.
But that hasn't kept me from reading books, which is my major recreation and escape from the grinding banality which occupies most of my time. As a consequence, I have accumulated, as of the present time, a total of no fewer than twenty-four books I've finished which are on the waiting list to be reviewed and posted here, and that doesn't count a few more I've set aside before finishing the last chapter and end material so as not to make the situation even worse and compound the feeling of guilt.
So, starting with this superb book, which despite having loved everything by Nevil Shute I've read, I'd never gotten around to reading, this list will return to its roots: a reading list with, at most, brief comments. I have marked a number of books (nine, as of now) as candidates for posts in my monthly Saturday Night Science column at Ratburger.org and, as I write reviews and remarks about them for that feature, I will integrate them back into this list.
To avoid overwhelming readers, I'll clear out the backlog by posting at most a book a day until I've caught up. Happy page-turning!