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Aviation History
1957
1957 - 0557.PDF
FLIGHT, 26 April 1957 559 African ground staff busily unload and clean Central African Airways' Beaver R.M.A. "Duiker" at Blantyre, the southern terminal of the Nyasaland D.H. Beaver service. CIVIL AVIATION BRITANNIAS FOR MEXICO TT is understood that Aeronaves de*• Mexico have purchased two Bristol Britannia 302s. These aircraft were origin-ally part of B.O.A.C.'s order for seven Britannias of the 300-series, which weresubsequently replaced by a repeat-order for seven 312s. Five of these 300s (305s)went to Northeast; and the two 302s— which are nearly completed at Short'sBelfast factory—have since been available for early delivery. If the Aeronaves orderis confirmed their Britannias could no doubt be delivered later in the summer. The Mexican airline hopes to operate a new service from MexicoCity to New York in the near future, following the recent agree- ment between Mexico and the U.S.A. The airline at presentoperates DC-3s, DC-4s and Convair 340s within Mexico. AIR TRANSPORT AT OXFORD ""THERE was a time when a man could know all there was to-*• know about air transport. There are still a few—the Hildreds and Warners of this world—whose knowledge has not been out-stripped, and of whom it may be said that the child has not become father to the man. But they are very few, and air transport todayis the industry of the specialist. Parkinson's Law is insidiously at work, and it might be asked whether the industry is breedingmen of sufficient breadth and wisdom to be its future leaders. It was with such thoughts in mind that the Royal AeronauticalSociety last year sponsored its first Air Transport Course. This took the form of a series of lectures at Oriel College, Oxford, byspecialists in the three main fields of air transport—economics, operation and law—and by visiting specialists in other fields. Itwas so successful that a second course was arranged, and this took place between March 25 and April 13 last. At its conclusion,Dr. A. M. Ballantyne, director and founder of the course, announced that it is now to be an annual event. Thirty young executives were sent by airlines and manufacturers,and the course again took place in the scholarly fourteenth-century precincts of Oriel College. The resident lecturers were: Economics,S. F. Wheatcroft, B.Sc.(Econ.); Operation, K. G. Wilkinson, D.I.C., F.R.Ae.S.; and Air Law, A. R. Barrowclough, B.A. Theirlectures constituted the basic foundations of the course, and on them was built a superstructure of specialist lectures by suchauthorities as the following:— Sir William Hildred, director-general of I.A.T.A.; Sir George Edwards,managing director of Vickers-Armstrongs (Aircraft); Professor Goedhuis, Professor of Air Law at Leyden University; Lord Douglas, chairman ofB.E.A. and president of I.A.T.A.; Mr. Bo Bjorkman, secretary-general of the Air Research Bureau; M. Henri Bouche, French representative onthe Council of I.C.A.O.; M. Vladimir de Boursac, secretary, Traffic Con- ference 2, I.A.T.A., Paris; Mr. T. E. Carter, Civil Air Attache, U.S.:Embassy in London; Professor J. C. Cooper, legal adviser, I.A.T.A., and- Professor of Air Law, McGill University, Montreal; Mr. E. J. Dickie.!deputy-director of control and navigation, Ministry of Civil Aviation' Mr. J. T. Dyment, chief engineer, Trans-Canada Air Lines; Mr. GarretFitzgerald, assistant commercial manager (planning), Aer Lingus; Mr. K. Hagenip-Syendsen, vice-president, engineering and research, Scan-dinavian Airlines System; Professor E. J. Richards, Professor of Aero- nautical Engineering, Southampton University; Captain Jacob Schenkman,international civil aviation consultant; Mr. j. B. Scott, chief economics officer, B.O.A.C.; and Mr. A. V. J. Vernieuwe, vice-president, Sabena. An incidental advantage of the course was the opportunity for students during off-moments (of which some felt there could have been more) to talk shop and to exchange ideas on common prob- lems. The students came from a wide variety of aviation interests, including the following:— Pakistan International Airlines, Icelandair, B.O.A.C., Armstrong Whit-worth Aircraft, Air Ceylon, B.E.A., Central African Airways, Vickers- Armstrongs Aircraft, Malayan Airways, Blackburn and General Aircraft,Shell-Mex and B.P., Hunting-Clan, Bristol Aircraft, T.A.A., Rolls-Royce, Astra Aircraft South Africa, Middle East Airlines, Air-India International,Fairey Aviation, and South African Airways. NEW S.A.S. MANAGER WHEN Mr. Henning Throne-Hoist became general manager ofScandinavian Airlines System in 1955, he announced that he would accept the post only as a temporary arrangement. OnApril 13, Scandinavian Airlines System announced that he is to resign on January 1, and that his successor will be Mr. Ake Rusck.Mr. Rusck is director-general of the Swedish Royal Board of Water Power, and a well-known personality in his present field.An engineer, he has been director-general of the Board since 1948. When asked for his views on the difficult question of Stockholm'snew airport, Mr. Rusck declared himself in favour of the Ska-Edeby alternative. He said that in his new post he would be regarded asa Scandinavian rather than as a Swede. R.A.F. PILOTS FOR THE CORPORATIONS? BOTH B.O.A.C. and B.E.A. will shortly begin interviewingsome of the R.A.F. aircrew who have returned application forms asking to be considered for training as airline pilots. Thisfollows the Corporations' request to the Air Ministry, signalled to all R.A.F. commands nearly two months ago (well before pub-lication of the Defence White Paper), for assistance with aircrew recruiting. Over 100 R.A.F. aircrew below the rank of flightlieutenant sent in their names and B.O.A.C. and B.E.A., after considering them earlier this month, subsequently sent applicationforms to those they wished to interview. B.O.A.C. need about 150 pilots during the next two years andB.E.A. can absorb about 40 this year. Both require a Commercial Pilot's Licence and Instrument Rating as minimum qualifications,and most of the pilots would have to train for about three months before qualifying. Pay in B.O.A.C. as a second officer is £809-£925,plus certain route differentials; in B.E.A. the pilots would receive £500 a year under training, then £1,095 as second officers. This form of recruitment from the R.A.F. applies only to pilotswithin the 23-27 age-group, and to those with less than three years of their engagement to serve. Each pilot who is offered employ-ment with a Corporation will then have to apply for release. The first four-Gipsy-engined airliner and the latest—the D.H.86 of Lancashire Aircraft Corporation seen from the company^ Heron at Blackpool. This D.H.86 is one of the very few remaining.
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