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Aviation History
1949
1949 - 1026.PDF
JUNE 2ND, 1949 FLIGHT 655 FINAL CHECK : In the next few weeks the brabazon I will be thoroughly " gone over " and tested in preparation for taxying trials which aie due to start towards the end of this month. The group standing at the nose provides a useful comparison in size with the aircraft. Private Fliers'Airfields : Additional B.O.A.C. Services : Airmail Charges M.C.A. AIRFIELD POLICYD ESPITE repeated acceptance by post-war Ministers of CivilAviation of their responsibility for all spheres of civil aviation, an apathetic attitude towards the interests of privatefliers, clubs and charter companies continues to prevail. For instance, in the Ministry's airfield policy for London—whereLondon "Airport stands out as the only "concrete" example of a positive policy—there is apparently no provision forBritish and foreign private fliers or independent operators of small passenger aircraft. Obviously, an airfield to serve such interests should be southof the Thames and within easy feach of London by surface transport. It should, also, be unhampered by Metropolitanair-traffic rules. Stanstead is obviously unsuitable, except for large cargo aircraft; Lympne is important as a coastal Customsairfield and as an alternative in bad weather; Croydon and Gatwick are two established airfields in which the M.C.A.already has an interest. There is a Ministerial responsibility to the private owneras well as to the Corporations, but so far there is no indica- tion of a plan. In the Minister's desire to cut overheadexpenses and improve the appearance of nationalized aviation, the policy to economize at all costs has become one of economiz-ing at the expense of private flying. As a result, Blackbushe and Bovingdon are to be closed^ Croydon is to have " workinghours," Gatwick may be derequisitioned and a buyer for Lympne would be welcomed. The argument to support this retrenchment is based uponoperating figures, of which those for January this year are an example. Movements of private aircraft at Blackbushe were108, at Bovingdon 78, Croydon 132, Gatwick 56 and Lympne 155. Charter movements at these airfields were 73, 130, 201,28 and 14 respectively. While this may prove that the Ministry would not be justified in maintaining such unprofit-able propositions, it would be short-sighted to consider only the present system of dispersed airfields. Croydon is restrictedgeographically. Gatwick is the only airfield around London with an adjacent railway station, from which trains to Londontake 45 minutes; it is outside the present Metropolitan Control Zone and development is possible. The Ministry may have itsreasons for not proceeding with Gatwick for the benefit of private pilots, but private owners feel strongly that somepolicy should be decided upon before controlling interest in all the possible airfields is lost and an entirely new site hassubsequently to be found. D 0 BEAVER AND DROVER AS VISITORS "DECENTLY brought over from Canada, the D.H. C-3 Beaver•tv illustrated on p. 658 is being used by the parent de Havilland Company in this country for general communicationsand utility purposes; it is understood that they have found it an ideal "staff car." A robust four-seater designed to meet the requirements ofCanadian operators, it is equally suitable for the carriage of "awkward" freight, since hatches in the rear wall of thecabin, and a wide door on each side, allow long articles to be loaded and stowed. Power is provided by a 450 h.p. Prattand Whitney R-985 Wasp Junior driving a two-bladed Hamil- ton Standard controllable-pitch airscrew. The visiting aircraft will also be used as a demonstrationmodel on this side of the Atlantic and, in fact, is itself for sale. The price of the Beaver over here, with British C. of A.,will probably be in the region of £5,500. Another overseas D.H. type, the A-3 Drover, is being cratedin Australia and ma ', perhaps, reach this country in time for the S.B.A.C. Show. . PROGRESS IN NEW ZEALAND IN a recent review of civii aviation, the Hon. F. Jones,Minister in charge of Civil Aviation for New Zealand, made reference to the progress which had been made since theairline companies had been absorbed into the National Airways Corporation. A large civil administration, said the Minister, had beenbuilt up of experts in a variety of professions and trades. Large extensions and improvements had been made to existingairports and the entire radio system had changed over from medium frequency to high frequency; many secondary radioaids to navigation had been installed, while point-to-point ground communications had been completely reorganized ; anda complete chain of radio-range stations on the trunk routes and a revised traffic-control system had contributed to regularoperations. The Government would continue, he said, to use existing telecommunications and radio-aid equipment to serveestablished air routes in accordance with those standards recognized as being necessary to maintain reasonable regu-larity of scheduled operation. The policy of recruiting professional and technical staff was being continued sothat the programmes of reorganization of airways telecommuni-
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