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Aviation History
1952
1952 - 2102.PDF
132 FLIGHT, i August 1952 Our American Correspondent Reports ... IN a recent issue of an American aviation magazine an airport operator took a full-page advertisement, complete with photograph, to announce that he held a sales agency for de Havilland Doves and was equipped to service them. This was a sharp reminder of how much things have changed since 1948; then, a forecast that such advertisements would appear four years later would have been derided. Yet today nobody thinks it remarkable that an American operator should sell, service, or advertise British aircraft. The Americans may be unhappy that there is no adequate home competitor to the Dove, but their envy is a pretty generous one. The sight of such a machine on an airport no longer draws the crowd it did when the British Embassy Dove first flew around the States in 1950 with its crew spreading the gospel of British achievement. This acceptance is largely due to the fact that during the last two or three years our lead in gas turbines and jet trans ports, the consistent excellence of the S.B.A.C. Show with its message of technical progress, and the more knowledgeable articles in the American Press, have all brought about a better understanding and wider acclaim of British products. Moreover, there seems to be no reason why this very desir able improvement in understanding should not continue. Certainly it looks as though there is room for it to do so in the field of feeder fine and executive transports. One sometimes wonders whether British manufacturers and trade promoters appreciate the possible market that exists for such types in the United States. Although the Prince and the Marathon (and even perhaps the current version of the Heron) are not really "modern" machines, they are still without competitors here, and presumably there are developments of these types, suitable, possibly for turboprop power, which could continue the good work when existing versions have become obsolete. • • • TN the era Before The Dove, when that excellent aircraft the A Beechcraft D. 18 S had it all its own way,almost any Britisher one talked to (other than the few who were really in touch with the American market) was inclined to scoff at the idea of ever selling British machines in the States. Even today, in talks with visitors from Britain, one gets the impression that some of this conservatism remains, and there is a tendancy to cite current difficulties as excuses for not tackling the job. Admittedly, the calls of rearmament are paramount, and the expense of sales and spares and overhaul organization so far from home is considerable. Also, it's obviously more attrac tive (and satisfactory to stockholders), for manufacturers to be able to rely on military orders. But these considerations are of a passing nature, and with the chance of a market here in America it would be unfor givable if Britain lost it for lack of trying. One has only to talk to our Attaches and others who are flying a Dove and a Prince around America to realize the interest that is taken in those types. Indeed, the former are so sought after that the second-hand value of a Dove today is remarkably high; one of the larger engine manufacturers here (who were forced to sell their Dove because it proved too small) got more than their money back on it. Maybe one is maligning the British industry with these remarks, but, viewed from the open spaces of the Mid-West, where Americans are openly expressing interest in our types, that's how it looks. And certainly only one of our manufac turers has so far gone into such an operation, found it success ful, and captured part of this worthwhile source of dollar revenue. • • • "DROBABLY the easiest market to break into here would be •*• that which supplies the executive—or V.I.P.—aircraft. The excess-profit tax laws make it an advantage to own a company aircraft. Also, their are plenty of airports, and radio aids, and these, combined with the vast distances, give real utility. The prestige associated with arriving in his own machine makes it a popular idea with any manufacturer who has a continent-wide business. And there are plenty of such manufacturers. American Aviation, in their issue of June 23rd, published an interview with a Mr. Cole H. Morrow, chairman of the board of the Corporation Aircraft Owners Association, an organization created solely to look after the interests of executive-aircraft operators. Some interesting facts emerged. There are some 1,700 executive-owned twin- engined aircraft in the United States. These range from Convairs, through DC-3s, Lodestars, Doves, to Beechcraft, with a fair proportion of suitably modified B-25S, B-26S and B-17S, to say nothing of some hundreds of single-engined Navions and Bonanzas. A few firms have big fleets, and even contract to outside companies for their maintenance. The annual expenditure on this type of operation is in the neighbourhood of 30 to 50 million dollars, and the capital investment as high as 175 million. Of this latter, the de Havilland Dove must by now have captured a modest four million or so in sales of aircraft and spares. Moreover, it is the general opinion that this market will expand, as it is felt that it is under-developed for the amount of potential busi ness available. Whether it grows or not, however, there is no question that the present types must soon be replaced with modern and economical aircraft. So far no American aircraft manufacturer appears to be in the position where he can fulfil such a demand. Maybe we can; at least we should try. • • • TT is this correspondent's feeling that two types of aircraft •*- would be needed for this market-*—one a small, fast, economical and comfortable V.I.P. six-seater, the other a larger machine of maybe 28,000 lb. or so. This latter falls also into the feederline category, the requirements of which are not necessarily the same as for a truly executive type. But for V.I.P. work it would be better to have a really "good" aeroplane, which could be developed, rather than one designed to maximum airline requirements (a limitation which often removes much of any subsequent "stretch"). In each case consideration should be given to possible use as a cargo carrier, a requirement which the Percival Prince fulfils admirably because of its large and low door-position. Both types must be designed to take the maximum of navigational and radio equipment, for the executive pilot is called upon to do a lot of bad-weather flying. Overall economy in operation is, of course, necessary, but a high utilization may not always be achieved—perhaps 600-1,000 hours per year. Good take-off, landing and instrument and handling characteristics are needed, for not only do execu tive pilots have to fly in some pretty dirty weather, but into airports that are unfamiliar to them, some of which are small and poorly equipped (not every airport here is an Atlanta or a Washington). For this same reason the engines fitted should be able to use the lower grades of aviation fuel, and not be limited to 100-octane or over. Servicing will most often be done by the pilot himself, or hired labour if away from base, so the engines and controls, etc., must be readily available without the use of special equipment, or steps, or ladders. Every thing must be simple and get-at-able (the Dove is ideal in this respect). Many of the distances to be covered will be great, so that a high speed, a good range (say, 1,200 miles with reserves) and adequate pilot-comfort are all essential. Any aircraft which can offer these advantages will be a strong contender for the dollars which Mr. Morrow suggests are available. • • • T>OLITICS, with as big a capital P as the Editor will A allow, is the motivation for much which is being said and done here today. It will continue so until after November. If the American election picture seems rather obscure, or long drawn out, or sometimes rough and unattractive, it is never theless a period when the country's political liver gets a good healthy shaking up. Almost anything is grist to the political mill, and if innocent people on the sidelines sometimes get hit by flying verbiage, so do the participants. The Congressional aviation picture itself has already under-
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