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Aviation History
1947
1947 - 1943.PDF
NOVEMBER 6TH, 1947 FLIGHT 5-5 YIIHKA1 STATEMENTR ECENT statements liave indicated that Mile Ltd., is faced with financial difficulties. Mr. S. •F.C.A., who was appointed manager on lias now sent a letter to creditors of the company explains the position. The letter points out that during 1947 thej comr into preliminary production of the Gemini, the former being Miles Aircraft (Northern tion of the Gemini and Ae£>van and the Marathon production Has Merchantman has not ^^et bQfgi6 into Cost of production hasSbeen in exceJ(S o ^estimates, partly due to the crisis of February and Mat*e?n, aifd the civil aircraft sold this yeariave invplved the company in considerable loss. Mr. Hoga/stares tl»&t he is now negotiating in many direc- tions to r§«estaW*Sn the company's trading on a satisfactory basis, but that these negotiations must be of a confidential nature. He has consulted four of the principal trade creditors: Blackburn Aircraft, Ltd.; De La Rue Extrusions, Ltd.; Smiths Aircraft Instruments, Ltd.; and the Sperry Gyro- scope Co., Ltd., and has given them a confidential report. In order to avoid unfairness, Mr. Hogg has stopped, for the time being, payments for supplies or services rendered before September 26th, but where goods have been supplied since that date, at his express request, payment will be made imme- diately. It is also hoped to make payment in the near future for other goods supplied since that date. Creditors are asked to leave the position in Mr. Hogg's hands until they receive from him a comprehensive report; this he expects to be able to issue in about a month's time. Mr. Hogg is hopeful fhat present negotiations will be brought to a satis- factory conclusion, and that the further loss which would inevitably result from a liquidation may thus be avoided. AT THE RECEPTION : Discussing the Safir with Mr. Roland Johnson (left). Sales Manager of the Swedish company, SAAB, are (I. to r.) W/C. Maurice Smith, of Flight; Mr. Alex Duncan and SjL M. D. Creighton, aviation managers of R. K. Dundas Ltd.; Mr. Michael Christie, director of Christie-Tyler Ltd. SWEDISH VISITOR WELCOMED A VERY pleasant and somewhat unusual party was given atthe R.Ae.C. Air Centre, Londonderry House, on the even- ing of Friday, October 31st, in honour of Mr. Roland Johnson,sales manager of the Svenska Aeroplan Aktiebolaget (SAAB) of Linkoping, Sweden. The hosts were R. K. Dundas, Ltd.in association with Christie-Tyler, Ltd. Lord Ronaldshay, chairman of R. K. Dundas, Ltd., who are SAAB's representatives in this country and in the Commonwealth, welcomeG Mr. Johnson and spoke of the aircraft and automobile designsof the Swedish company. The three-seat SAAB Safir is a popular visitor to this country at the present time, and onp. 515 is a photograph of the Scandia 90A twin-engined trans- port. In addition to these two the company produce the Model17 single-engine dive bomber and reconnaissance aircraft, the I8B twin medium bomber, the 21A single-seat, twin boompusher fighter, and its later development the 21R jet fighter. During the evening Mr. Johnson spoke of SAAB organiza-tion and activities and showed a very interesting sound film. THE LEVRIERO ONE of the newest of several modern Italian aircraft is theCjri4 Levriero, powered by two Gipsy Major 10 enginesdriving D.H. controllable-pitch airscrews. A four-seater, it is said to have ample luggage space and to allow an excellent field of view. Data are: Span 41ft, length 32.8ft, weight empty 2,870 1b, gross weight 4,190 lb, max. speed 192 m.p.h., range at 155 m.p.h., 680 miles. 7% •- PRIVATE FLYING (Continued from pa^e 520) with s7 5 3 Hourly Flying Costs (varying directly hours flown). Fuel and Oil Inspection of aircraft and engine Maintenance Spares ._ 2 Telephone (Met., landing, etc.) .. o Total Hourly Costs (varyingwith hours flown) 18 o Total Cost per Year and Hour (Privately owned). •Flying hours operating an efficiently run fleet of threeclub aircraft costing respectively /8oo and /i,ooo each. Costs for the aircraft costing^1,000 each are shown in the table. Conclusions Utilization is of primary. importance and to obtain cheap flying it is essential to ob- tain as many flying hours per year as possible.Next in order of importance in club operation is number of aircraft operated. Formulae—Operating costs of I.L.A.C.Type I Aircraft per annum ioo 200 Annual cost £ 627 717 957 Hourly cost £ B. d. 6263 " 7 ' 1 19 6500 There are two ways of spreading theoperating costs to reduce their impact on individual pockets. The first of these isthrough a pool of private owners-—some half-dozen part-owners banding together tosha-rc one aircraft. The second is through the flying club or Air Centre. Unfortunatelyexperience in the United States, where such pooling of private ownership has been triedon'a wide scale, has shown that the system does not work well in practice. For non-business flying the most satisfactory solution is undoubtedly the flying club. Summarized Costs for Club Operations Comparative Figures.—Estimates have '".•en made for the comparative costs of DepreciationInsurance ... Interest on capitalinvested ... General aircraft spares Engine overhaul Fuel cost Flying personnel ... CofA C of A overhaul Hangarage Landing fees Telephones 50-hour inspection .. Sundries Non-flying personnel £ per hour/aircraft Club 0.18 c/u 0.10 c/u 0.11 0.15 0.35 to 0.45 750/un + 0.62 5/u55/u 1 Overhead = 1 J-380/U-.-I67-JJ •' 1 920 'un-: 0.22 PrivateOwner 0.18 c/u 0.10 c/u 0.125 0.15 0.35 to 0.45 5/u~122/u 70/u10/u 0.0250.25 50u For small numbers overall costs are high-There appears to be little saving, however, for clubs operating more than io to 15 air-craft. Aircraft first cost has only a small effecton overall operating cost at utilizations of more than 500 hours per year per aircraft.For smaller utilization first cost becomes increasingly important.Overall hourly operating costs of a privately owned aircraft are less, at the sameutilization, than for a club-operated machine. Calculations suggest that the minimumannual expense to the private owner will be in the neighbourhood of £600 for the typeof aircraft considered. These 'ormulae, when summed for clubuse, become: — Cost less than £1,000 Cost greater than £1.000 Less than500 hours utilization 1.45+0.28 c/u +227/u! 2050/un 1.434-0.28 c'u-r2l6/u + 2050iun More than500 hours utilization 0.83+0.28 c/u r537/u+2050/un 0.81+0.28 c/u4526 /u + 2050/un c is the aircraft first cost complete (£). u is theyearly utilization per aircraft (hours), n is the number of aircraft. For the private owner these become : Cost = 0.28 c/u 257/u ; 0.9£/hr. The hourly cost for the ^1,000 aircraft,split, into its components, are plotted in the graph Labour costs are found to consti-tute the major portion of the maintenance costs, which are of the order of one-thirdto one-quarter of the total hourly costs, so that design for easy maintenance can haveappreciable effect on hourly operating costs.
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