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Aviation History
1952
1952 - 1561.PDF
and AIRCRAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2263 Vol. LXI. FRIDAY, 6 JUNE 1952 ED/TOR MAURICE A. SMITH. D.F.C. ASSISTANT EDITOR H. F. KING, M.B.E. TECHNICAL EDITOR .C. B. BAILEY-WATSON, B.A. ART EDITOR JOHN YOXALL Editorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, LONDON, S.€.1. Telegrams. flightprts, Sedist, London. Telephone, Waterloo 3333 (60 lines). Branch Offices: COVENTRY 8-10, Corporation Street. Telegrams, Autocar, Coventry. Telephone, Coventry 5210. BIRMINGHAM, 2. King Edward House, New Street. Telegrams, Autopress, Birmingham. Telephone, Midland 7191 (7 lines). MANCHESTER, 3 260, Deansgate. Telegrams, lliffe, Manchester. Telephone, Blackfriars 4412 (3 lines). Deansgate 3595 (2 lines). GLASGOW, C2. 26b, Renfield Street. Telegrams, lliffe. Glasgow. Telephone, Central 1265 (2 lines). SUBSCRIPTION RATES Home and Overseas: Twelve months £3 3s. Od. U.S.A. and Canada, $10.00 BY AIR: To Canada and U.S.A., six months, $16. IN THIS ISSUE U.S. Reactions to the Comet - - - - Annie is a Lady - - Proteus 705 - - - I.A.T.A. Radio Symposium - - Whitsun Air Displays 676 682 687 693 699 Cold War of Independence MANY difficulties faced the new Minister of Civil Aviation, Mr. A. T. Lennox-Boyd, and his predecessor, Mr. Maclay, in formulating the new air-transport policy announced on May 27th (page 696 of this issue). Despite severe criticism from both the Opposition and the protagonists of private enterprise, there seems no doubt that the Government has made a serious study of a very complex situation. A preliminary examination of Mr. Lennox-Boyd's announcement discloses little justification for Opposition complaints that the future of the Corporations is jeopardized by the declared intention of encouraging private enterprise to the maximum consistent with the broad interests of the nation; and, not surprisingly, many independent operators claim that the Government has applied this principle insufficiently far. Before passing judgment it seems wise to examine some of the many considerations underlying the Minister's admittedly cautious decision—and also to await the outcome of negotiations still in progress. The terms of the new policy admit no disruption of the major overseas scheduled services flown by the Corporations. Our State airlines are operating with growing efficiency and mamtaining British prestige at a high level in the face of strong foreign competition, and no purpose would be served by encouraging direct competition from other British airlines. The Government's intention is to improve the prospects of the independents at no extra cost to the taxpayer, whereas the re-equippirig of private fleets with the expensive new aircraft required for regular passenger operations on trunk routes would almost certainly involve payment of subsidies large enough to justify even further State control of airline operations. To subsidize one or more State-controlled lines at the expense of another would clearly be unpractical; in any case, the private companies would be unwilling to sacrifice their independence. Long-range freight services are another matter, for suitable ex-B.O.A.C. aircraft are, or soon will be, available; the Corporations have not so far exploited the full possibilities of overseas freight operation, which may now provide the independents with some of their best openings for expansion. The new policy also offers them freedom to develop a number of overseas and domestic passenger routes (though the internal services are still being discussed) and, to ensure that companies can operate on a reasonably secure basis, licences will be granted for periods of at least seven years. Perpetuity The policy is intended to permit a definite but gradual expansion of independent activities. The Minister has evidently felt unable, at least for the time being, to encourage hopes of sudden and spectacular growth. He has attempted to take into account the possibility of a change of Government, for if the policy itself does not survive, the long- term security which it promises to the independents cannot be fulfilled. Nevertheless, his caution has been strongly criticized by the British Independent Air Transport Association, representing the interests of 17 private companies in dealings with Government departments. One B.I.A.T.A. comment meriting special attention is that the future of its members, and of other independent airlines, is more than a depart mental matter involving the Ministry of Civil Aviation—that the survival of this potential military-transport force is also of direct concern to the Air Ministry and War Office. Mr. Lennox-Boyd is likely to be influenced by military considerations when fulfilling his promise that, having cleared away legal obstacles, he will examine ways of easing the practical difficulties facing the independents. Re-equipment with new aircraft is not the least of these problems; if the private companies acquired a more definite relationship with the R.A.F. than they possess at present their usefulness would be broadened and their prospects improved without prejudice to their non-subsidized status. Such an arrangement, if it proved possible (the State-owned, civil-operated Auxiliary Transport and V.R. aircraft are examples of satisfac tory "combined operation"), would offer two-way security—to the nation, whose military air-transport forces are well below strength, and to tile merchant airlines themselves. c
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