FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1937
1937 - 0260.PDF
9b FLIGHT. JANUARY 28, 1937. (M.) We point out in particular the urgent need for the provision of a fully equipped standard size aero drome in Scotland to serve Edinburgh and Glasgow, and the desirability of further development at Belfast, Bristol, Manchester, Newcastle, Portsmouth and South ampton. (N.) We thmk that as soon as the necessary ground organisation is completed, night mail services between London and Glasgow-Edinburgh, and London and Bel fast should be instituted, thus affording a valuable im provement in postal facilities. At a subsequent stage we think that further night mail services should be con sidered. (O.) We recommend that financial assistance for a limited period should be given to a suitable flying school so that it can offer advanced training for air line pilots at low rates, preference being given to Short-Service pilots who have retired from the Royal Air Force. We think also that consideration should be given to the question of continuing similar arrangements on a per manent basis for Short-Service pilots of the Royal Air Force. (P.) We recommend that pilots of companies engaged in air transportation should be subject to special tests of skill. (Q.) We recommend that consideration be given lo the desirability of modifying the present practice of in spection to meet better the requirements of air line operators. Some Notes on the Recommendations Clauses A, B and C of the summary of the conclusions arrived at by the Maybury Committee do not call for any particular comment. One may or may not agree with them, but they are of relatively small importance in comparison with the main theme of internal air services. In arriving at the conclusions set out in D, the Committee was guided by considerations stated elsewhere in the Keport. For instance it is pointed out that it is a prerequisite that cut throat competition must be eliminated. It is thought that the routes selected would ensure suitable conditions for ex perimental operation of air services in such a way that they would be given the maximum opportunity to become self- supporting and thus supply that background of confidence which is at present lacking. On the sketch map opposite are set out two alterna tive sets of routes on the lines suggested by the Committee. The dotted lines on this map show a set of routes linking up various important business and industrial centres, and giving a total mileage of 2,900 miles. The alternative system of routes, and the one recommended by the Committee, is shown on the map in full black lines. The object of this arrange ment of routes is to shorten the total route mileage. By the system of having a junction aerodrome at Liverpool or Man chester, or at some aerodrome between these two, the total route mileage is reduced to about 960 miles. The Committee considers that this arrangement should produce high load fac tors, i.e., the carriage by the aircraft of nearly their full pay load on every flight, because an aircraft flying to the junction on any route might carry loads destined for three areas, and on its return trip might carry loads from these areas. It is considered that on such a route system as that shown in full lines on the map, a schedule of four round trips per day over the systern would require sixty aircraft, all 14-seaters of one type, and each machine flying some 1,500 hours per year. The Committee considers that the junction aerodrome system is the scheme which is best calculated to secure the greatest measure of advantage and recommends that it should be given an experimental trial for five years. Clause E requires little explanation beyond pointing out that it is recommended by the Committee that this licence should be limited in the first instance to a term of five years, renew able thereafter for suitable periods if satisfactory performance has been given. In connection with clause H, it is explained that the prob ability is that for some time, at any rate, there would be no direct source of revenue to cover the cost and that the neces sary finances at the outset would require to be furnished by the Government. The Committee estimates that the cost of carrying out these recommendations is expected to be about ^320,000, and the total annual cost about ^240,000, of which about ^40,000 per annum is already being incurred or in pros pect. The whole cost of the meteorological service is, of course, already borne by the Government. The Committee has deliberately selected this suggestion of making a substan tial additional contribution to the development of aviation by the State. It prefers this method to that of a subsidy. On the subject of airports, the Committee points out that there is urgent need for provision of adequate standard size aerodromes at the central and terminal points indicated on the map. It is pointed out that Speke aerodrome, Liverpool, is already large enough and it appears probable that the new Ringway aerodrome, Manchester, can be suitably de veloped. Both Bristol and Newcastle aerodromes, the re port states, can be readily extended, and it is understood that the Belfast Harbour Commissioners are rapidly developing the aerodrome adjoining Belfast. Extension and improvements are needed at Southampton and Portsmouth. The Committee particularly calls attention to the urgent necessity for the provision' of a suitable aerodrome in Scotland to serve Edin burgh and Glasgow. No obstruction above a slope of 1 in 15, measured from the end of the runway. 400 No obstruction above 35 ft. in these areas. • Limits of landing area comprising three run" ways of 1,000 yards by 200 yards, and one of 1,300 yards by 400 yards. ---100 Yds. 1 f 1 1 1 «fl 1 ? *««---^-1000 Yds- -8 0 • 1 . 1 * 1 Sites 50 ft. by 50 ft. for inner and outer radio marker beacons. • Diagram of " standard " all-weather commercial aerodrome. The areas marked 100 ft, 200 ft. and 400 ft. indicate that there must be no obstructions above those heights. The datum from which heights are measured is the mean level of the landing area. Wherever two different height restriction zones overlap the permissible height shall be the the lower of the two.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
