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Aviation History
1946
1946 - 1353.PDF
JULY IITH, 1945 FLIGHT 45 CIVIL AVIATION NEWS are three good runways, hangars and, it is understood, suitablebuildings. Negotiations are at present taking place but agree- ments have yet to be signed. Customs and passport facilities,without which the airport would be of no value to B.O.A.C., have still to be organized. In addition poor weather approachequipment and other airfield installations must be provided. The new airport under consideration at Idlewild—'' theSahara of Jamaica Bay" as it is nicknamed—is far from finished although it, too, has three runways. In order not todelay completion in any way, this airport will not be opened at .Jeast until initial constructional work is finished. So far thereare no completed hangars or buildings, no light, power or tele- phones, and political and trade union issues seem likely tohamper the work of completion and postpone the opening for many months to come. Elsewhere in this issue of Flight is adescription by the Assistant Editor of his journey to and from New York on a B.O.A.C. Constellation. While there he madea brief study at first hand of the airport situation and the present facilities. It is intended to give a fuller story ofthe position in a coming issue. AIRWORTHINESS ANACHRONISM WITH the best intentions in the world, it is always danger-ous to claim historical priority for any event. In theissue of June 27th we claimed on the best authority that the Bristol 170 was the first British civil aircraft to obtain anunrestricted C. of A. The statement was misleading rather than incorrect, since the words '' civil aircraft'' were intendedto cover only full-size transports. In fact, unrestricted C. of A.s had previously been issued, we are told by the firm, to fourMiles types, including the Aeroyan, which received its C. of A. on October 5th, 1945. AER LINGUS TAKES OVER T3ESPONSIBILITY for the operation of all air servicesIv between Britain and Eire was taken over, under the new Anglo-Irish agreement, by Aer Lingus on Monday, July 1st.Previously the services were operated by Aer Lingus in con- junction with West Coast Air Services. Four services a dayare being provided in each direction on the London-Dublin route which is being operated with D.C.-3S, bringing the totaldaily carrying capacity in each direction up to 84, compared with the previous maximum of 54. The frequency on the Liverpool-Dublin route is being steppedup to five services in each direction daily, D.C.-3S being used on three services and D.H.-86s on the other two. The D.H.-86swill probably be replaced by additional D.C.-3S within the next few weeks. G.A.P.A.N. CEREMONIAL DURING a short but impressive ceremony at the Royal Aero-nautical Society last week, the Master, Deputy Master, Wardens and Court of the Guild of Air Pilots were duly " in-stalled " for the year. The Marquess of Londonderry, P.C., K.G., M.V.O., has been re-elected as Master, while the DeputyMaster is now Wing Cdr. N. H. Woodhead. The Wardens are Air Vice-Marshal D. C. T. Bennett, Grp. Capt. P. W. S.Bulman, Capt. A. G. Lamplugh and Mr. J. Lankester Parker. The Members of the Court for this year are Mr. F. C. Chichester,Grp. Capt. W. N. Cumming, Capt. H. D. Davis, Air Cdre. A. V. Harvey, Wing Cdr. H. F. Jenkins, Wing Cdr. G. E.Lowdell, Wing Cdr. R. J. B. Pearse, Wing Cdr. C. A. Pike, Mr. J. K. Quill, Capt. J. E. D. Scott, and Mr. G. A. V. Tyson.After the ceremony, which lasted for only a quarter of an hour, a reception was held. This was attended by. amongstothers, the Minister of Civil Aviation, Lord Winster. and bis Parliamentary Secretary, Mr. Ivor Thomas. Such receptionsprovide an admirable opportunity for view -exchanging amongst aircrew and others, and it is a pity that, in these days, theycannot more often be arranged. Incidentally, the Guild has recently organized its Employ-ment Advice Bureau under a special committee, and personal contacts are being arranged with all prospective employers.In future, candidates will be interviewed by members of this Guild committee, their qualifications assessed, and their namessuitably tabulated. Applications for all classes of aviation, employment will be handled. CHARTER ASSOCIATION - TT was inevitable that, sooner or later, an association ofJ- charter companies would be formed, but the fact that it has appeared so comparatively soon is a sign of its necessity.Not that it is yet—at least, at the time of writing—quite in official being, but the first meeting, which was attended by allbut one operator, was held towards the end of last month. This was organized largely by Mr. D. L. Eskell, the general managerof Morton Air Services, Croydon, which was one of the first charter companies to start operations. At this meeting, one hears, the points discussed were of animmediately practical nature, and the various political aspects of charter operation, with the question of what they may ormay not do, were left severely alone. Immediate decisions were reached on the question of flying rates for different aircrafttypes, at least as far as Western Europe is concerned, and the problem of the costs of demurrage—to use a shipping termwhich covers the rates ot hire to be charged when an aircraft is grounded, at the discretion of the passenger, during a tour—was, for instance, discussed. Altogether, the new associa- tion shows signs of a very useful life, and it will certainly beof immense value when there is any need for legal assistance. SWINGS AND ROUNDABOUTS AS we pointed out in leaders both last week and previously,any attempt to analyse accurately the position of charter operators under the Civil Aviation Bill is extremely difficult. It would appear that the Government's view is that, underthe Bill, an air service which is not available to members ot the public is not a scheduled journey and, therefore, can berun by a charter operator, who acts rather like a taxicab driver and just waits for a " fare," and then takes him whithersoeverhe wishes. In fact, this air taxi could make three journeys or even more to the same destination, provided that the operatorhad no knowledge beforehand that he was going to be called upon to make these similar journeys. On the other hand, itis equally legitimate for a person to charter an aircraft for his own private purposes for a reguiar journey—daily if necessary—between two points, always provided that he does not offer any spare seat to a member of the public for reward. There is to be no sliding round the regulations by means olthe employment of a tourist agency, because the latter must not do anything which the charter operator cannot do. Itmust not, for example, arrange in advance for an aircraft to fly between two points and then ask the public to take seats inthat service, but if, on the other hand, the public asks an operator to fly it between the two self-same points and takesthe whole space in the aircraft, that is permissible. As it is abundantly clear that the combination of a charteroperator and a travel agency cannot run regular tours—because such tours inevitably amount to a systematic service—a goodmany questions have been asked, and explanations required, at various times during the Committee stage of the Civil AviationBill as to the activities of Skyways. Mr. Ivor Thomas agreed HERMES DEVELOPMENT— The two arrangement plans on the left show the major differences between the Handley Page Hermes I and II. HERMES I The latter will have its BODY PLAN 34 SEATS fuselage length increased by more than 13 ft., to give a total length of 95 ft. 6 in. Shown here in 52- seater form, it can be ar- ranged to carry 64 passen- gers. The Mark III ver- sion will be powered by HERMES n Bristol Theseus airscrew BODY PLAN 5? SEATS turbine units.
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