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Aviation History
1956
1956 - 1301.PDF
FLIGHT, 7 September 1956 449 BACKGROUND TO FARNBOROUGH . . . This involves, to say the least, some complicated planning—both at the S.B.A.C. headquarters and also at the R.A.E., whose normally routine and reasonably secluded existence is disturbedsome months before the show by an advance guard of contractors who invade and occupy the other side of the airfield.One of the first steps in S.B.A.C. organization is the circularizing of members, asking them for information on what they are goingto exhibit. When the probable contents of the static show are known, places in the exhibition hall are allotted by ballot. As faras the aircraft which are to fly are concerned, a very careful selection is made. The qualifications of the new machines have tobe assessed from the technical, engineering and sales points of view; the number which can be demonstrated is restricted by theamount of time available for the flying display. Meanwhile, the physical task of transforming Farnboroughfrom a (comparatively) peaceable airfield to something between Royal Ascot and Coney Island, is being put in train by thecontractors. Certain permanent facilities now exist on the exhibition site,such as drainage, an electric sub-station, and terraces (which have been constructed during the past winter); but the tentedtown which covers stands, restaurants, bars and other neces- sities of life has to be erected (and, as soon as September 9is over, silently folded away). Catering arrangements have to be made, for eating and drinking are part of business (and certainlypart of looking at aeroplanes. The writer can recall few higher pleasures in life than cogitatively consuming a hot-dog on the hillat Farnborough while watching Zurakowski's sublime convolu- tions in a CF-100). Ten thousand meals are served during showweek by the exhibitors' restaurant alone; hot-dogs, ice-creams, minerals and other forms of liquid welfare are engulfed bythe thousand. While the stage is being set at Farnborough, detailed aspects ofthe flying programme are worked out by the S.B.A.C. and the R.A.E. in conjunction. Consideration is given to each type ofaircraft and its speed; its place in the display and duration of demonstration (on the average five minutes, though the timeranges from three to eight minutes) are allotted accordingly. Diversion airfields (Odiham and Blackbushe) have to be arrangedwith the Air Ministry; for any pilot who overstays his time in the air must make himself scarce so as not to disrupt the rest of theprogramme. Actual control of flying on the afternoon of the show comesunder the jurisdiction of G/C. David McKinley, who is C.O. experimental flying at the R.A.E. Each pilot has to file a flightplan of his intended programme. Among the officials to whom copies are passed is the commentator, Oliver Stewart, so that he"Flight" photograph The Farnborough control tower—nerve-centre of the S.B.A.C. flying display and the model for flying control installations—seen as back- ground for a Sea Hawk. can keep spectators abreast of the swiftly moving pattern of jetflying. Meanwhile, too, the S.B.A.C. has to decide whom to invite asofficial guests. There is now a permanent guest list, which grows rapidly larger from year to year and, broadly speaking, includeseveryone who is in a position to influence potential purchasers of the products of the industry. This list has "just growed" in quitephenomenal fashion. In 1948 a modest total of 14,000 invitations was issued at home, and 800 overseas; bat by last year these figureshad leapt to 48,000 and over 6,000 respectively. The guests include Government officials, air, navy and army chiefs, and air-line executives from the U.K. and all points abroad. A traditional part of Farnborough week is the banquet at the Dorchester Hotel,attended by nearly 900 guests on the Monday evening; this itself requires no small amount of organizing. Another matter which has to be dealt with is publicity. Thoughno air-minded person nowadays needs reminding that Farn- borough occurs in the first full week of September, the annualposter announcing the display puts British aviation well on the public advertising map, amongst the toothpastes, foods andcigarettes which are our staple visual diet on hoardings. This poster was thought out jointly by Mr. Bowyer and Mr. Goodinge.The latter, a talented amateur artist whenever he finds time to practise, sketched out the original design.Another necessary form of publicity is the printed programme. For this, S.B.A.C. members must send in their entries by May 30,though modifications (inevitable owing to production and other difficulties) may be made right up to the end of August.During the pre-Farnborough period, member-firms face the problem of getting their own products ready and (in some cases)keeping up deliveries to other firms which are essential if they, too, are to participate. As September draws near, the urgency ofdemands grows greater, for Farnborough is an international shop- window displaying its goods but once a year.At the site itself, the original advance guard of contractors has now grown to a constructional army nearly 300 strong; and thepattern of the tented town, with its vast car parks, familiar to each display pilot as he turns back from take-off for his low downwindpass along the line of the runway, is beginning to take shape. Around Farnborough the local constabulary have been reinforcedin readiness to direct the tide of motor vehicles which will flow in from all sides at peak times to the extent of 4,000 an hour.At the S.B.A.C. offices information is now coming in (or should be) to enable the programme to be completed. Arrangements aremade with the Ministry of Transport and Civil Aviation for a Notice to Airmen to be published, warning civil pilots what islikely to be happening in the Farnborough air; servicing facilities for the participating aircraft have to be arranged with the R.A.E.,in addition to those provided by the manufacturers themselves; so have ambulances and crash services, and marshalling and towingfacilities. With the broad outline of the coming Display and Exhibitionthus thoroughly planned and put in train, a multitude of small details remains to be tied up. Though information about exhibitson stands has all been given to the S.B.A.C. by the end of May, data on aircraft to be flown has to be received up to a much laterdate, because of their comparative unpredictability. Thus the flying programme goes to press much later than the one for the On left, the building where most of the planning for Farnborough is done. The S.B.A.C.'s handsome new headquarters (into which they moved last December) in King Street, St. James's, London.
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