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Aviation History
1952
1952 - 0027.PDF
Vickers-Armstrongs Viscount Vickers-Armstrongs Valiant. sideration to the suggestions which had been made that the production of Comets and Viscounts and other such air craft should be increased. In his reply. Lord Selkirk said that Lord Ogmore's phrase "funnelling of labour" was important, because this was one of the great difficulties. It would be a matter of the greatest disappointment if, at this stage, when we had gone through so much, other pressure did not allow us to reap the benefits of what had been achieved. What might be called military and long-term views on the same subject were expressed by the Vice-Chief of the Air Staff, Air Chief Marshal Sir Ralph Cochrane, in a recent speech at Bristol. He said, "we are approaching the age of air transport, and should be able to look forward confidently to the future were it not for the cleavage between east and west, which overshadows our whole way of life. In these circumstances, we are forced to concern ourselves first with the military developments of this new medium. The overall requirements for aircraft add up to a consider able bid on the available national resources. Yet I suggest that very careful thought will have to be given before de ciding not to meet them." Sir Ralph went on to say, "air power, if it is to be per manent, must be broad-based on commerce. We built up our sea power on ships, constructed in this country for owners all over the world as well as for our own trade, and this has had great influence on our life as a seafaring nation. The air must do the same, and I see no reason why it should not." This provided a wonderful opportunity for the boys who were now in schools and colleges in this country. "Let them realize," said the V.C.A.S., "that we are only at the beginning of the air age, that we are hardly scratching the surface of what will come to be done in our lifetime, and that a great new field of enterprise is becoming available in which they can share." He added, "in building up air power, our first thought must be for quality." Of the aircraft industry he said, "we have got to build up immediately because we must rearm, but in the long-term because we seek to create a home and overseas trade com parable with our great shipping industry." In conclusion, Sir Ralph said, "Let us then determine two things, firstly that the air over these islands shall never again be sullied by hostile aircraft. . . . and secondly, let us determine to develop the peaceful commerce of the air so that this country may take its place once more in the forefront of progress." CHALLENGE By CHARLES GARDNER BRITAIN is in a bad way; Britain needs new industries; Britain needs new exports; Britain needs to sell more skill and to buy less raw material. All this, and much more, has been dinned into us. All right, we believe it. We are also willing to believe that somewhere, there must be over-all planning to achieve it. Furthermore we believe that Britain cannot exist for much longer, this side of bankruptcy, on trying to sell nylons, lip sticks, fabrics and woollens and even motor cars, in an ever decreasing and ever more competitive world market place. All of which, being true, makes a nonsense of what is happening today in our aviation industry. Think, for a moment, of the attractions for us of the world market in airliners. For instance :— (i) In gas-turbine transports we are the tops; even the Ameri cans admit our "three to five year lead." (2) Selling big airliners is for us a comparatively new market, with considerable possibilities of expansion. (3) The finished product combines more skill with less raw material than does that of any other heavy industry—and it sells for big money. (4) A steady civil export market would reverse the unhealthy position of an industry living on international and re-arma ment crises—and on other people's "nerves." Yet all the indications are that if we are not careful we are going to throw over our great opportunity because, it is said, "we can't re-arm as well as build commercial aircraft." Well, why can't we do both ? We don't question the need for re-armament—the neces sity for the Valiants, 1067s, Swifts, Canberras, and the rest. That is self-evident. But, also self-evident are the market potentialities of the Comet, the Viscount, the Bristol 175— and, although it is piston-engined, the Ambassador. At last year's S.B.A.C. Show, Mr. E. C. Bowyer said that our possible export trade in jet airliners, over the next ten years, could total a thousand million pounds sterling—which is £100 million a year. What other British industry nets us £100 million of export a year ? Here is the list:— Motor vehicles (and chassis) .. Cotton Steel Wool .. £178 million • • £158 „ . • £156 • • £140 To these must be added machinery of all kinds (including practically everything that drives or is driven)—£316 million. Some industries which do not gross us £100 million are shipbuilding (£40 million), chemicals (£60 million) and silks (£50 million). The civil airliner trade could, therefore, become one of our top five export industries; I repeat that—one of our top five. Let us make a quick comparison with the motor industry. The ordinary car takes a ton of raw material (mainly steel.
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