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Aviation History
1954
1954 - 1622.PDF
and AIRCRAFT ENGINEER First Aeronautical Weekly in the World Founded 1909 No. 2367 Vol. 65. FRIDAY, 4 JUNE 1954 EDITOR MAURICE A. SMITH, D.F.C. ASS/STANT ED/TOR H. F. KING, M.B.E. ART EDITOR JOHN YOXALL Editorial, Advertising and Publishing Offices: DORSET HOUSE, STAMFORD STREET, LONDON, S.E.1. Telegrams, Flightpres, 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, Autoprcss, Birmingham. Telephone, Midland 7191(7 lines) MANCHESTER. 3. 260, Deansgate. Telegrams, lliffe, Manchester. Telephone, Blackfriars 4412 (3 lines). Deansgate 3S9S (2 lines). GLASGOW, C.2. 26b Renfield Street. Telegrams, lliffe, Glasgow. Telephone, Central 1265 (2 lines) SUBSCRIPTION RATES Home and Overseas: Twelve months £4 10s. U.S.A. and Canada, $14.00. IN THIS ISSUE: Canberra Tour - - - Artistry at Staverton - Puzzle Corner - - - - Aircraft in Agriculture - Ground-attack Markmanship - - - Eight Belis French Lightweights Mediterranean Air de Havilland Wind New American Transports - ... 718 720 721 723 726 728 729 732 734 739 The Prestige of Air Travel I N recent weeks we have commented upon several topical aspects of air transport. In particular we have welcomed the increasing public acceptance of the air as an everyday means of travel, and we have discussed the effects of the introduction of "coach" and tourist services. Now, at the risk of appearing to contradict some of our own contentions, we must add that, in certain important respects, air transport does and should differ from all other forms. Two basic and similar thoughts—even fears—are in our mind: first, that while a cut-price article is not expected to be as good as the expensive luxury version, in the air it must always be just as safe; there is a definite relationship between safety and cost. Secondly, a reduction of quality which in one direction may be quite proper in relation to reduced fares is wholly unacceptable if it overflows in others. Before amplifying these remarks, let us state at once that they are not barbed or even aimed—except, in some cases perhaps, at the future. First, some thoughts on safety. In this connection no airline would intentionally lower its standards, but the majority now carry, in given types of aircraft, nearly twice as many passengers as those machines were orignally designed for; and they are carrying them with no increase in the number of normal or emergency exits. Again, there is the matter of size of aircrew. Obviously, to show a profit with really competitive fares an operator wants to save weight and salaries. We do not intend to get involved here in arguments about crew trades and composition, but simply to remark that fatigue— particularly for a captain flying long stages with the responsibility of carrying 50 to 80 passengers where previously there were 20 to 40—may be a factor not yet fully appreciated. Again, what of the increasing number of young children now conveyed by air? In an emergency, how can mothers or guardians be expected to react if the proportion of babes- in-arms and toddlers is, say, 12 out of 50 total in an aircraft? How does this affect the safety of the children and that of the other passengers? And this leads us to the second heading, for we have experience of the efforts of a steward and a stewardess to serve food and drink on a long flight to more than 50 tourist passengers while stepping over carry-cots, bags of food, bottles, coats and brief-cases; and all this with eight highly mobile infants running in and out of the narrow aisle. Frankly, such conditions are hardly fair either to the crew or to the other passengers, and a certain tenseness among tliem confirmed the impression on the particular occasion in mind. Before breakfast-time stops, when everyone wants to freshen-up, shave, scrub babies, and so on, in two or maybe three toilet compartments and with little more than an hour available, the near chaos, even in calm weather, can be imagined. Minimum standards, whether for safety, comfort, or food, are the responsibility of each individual operator, I.A.T.A. notwithstanding; and those companies whose reputations have to some extent been built up on excellent service stand to lose most. Finally, and perhaps most important of all, it is only human that when aircrews see lowered standards, whether of space, comfort, meals or service, or among the travellers themselves, they will find it more difficult to maintain their own individual standards. Yet these attributes must be kept at top level at any cost. There are signs of a lowering of personal standards among aircrew on the ground, which if they spread could have nothing but disastrous effects on the quality and eventually the safety of air travel. Every uniformed member of an aircrew when on duty before, during and after a flight, is in effect an actor on a stage. He gives confidence in his ability or otherwise, and pleases or disappoints. The audience, or passengers, form profound impressions of a good or bad show—and with the important difference that they entrust to the cast not just their entertainment, but their lives. To those who pay for their seats this is no comedy and, it is their heartfelt hope, no tragedy either. This vital matter is in the hands of the principal—the captain of the aircraft—and we respectfully ask such officers if they are entirely satisfied; and if not, what, with the co-operation of the operators, they propose to do about it. It may be added that the operator who does not encourage and act on advice from his aircrews is inviting trouble. c
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