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Aviation History
1957
1957 - 0922.PDF
24 SATCO . . . the memory of the system and automatically dispatches the ex-tracted information over the telex network in code, so that even if the adjacent centre or airport is not fined with SATCO equip-ment it can still receive the data on a normal teleprinter. The aircraft is not cleared from the system until positive informationis received that it has either landed or that it is under control by the adjacent centre. The system is intended to be operated in three developmentstages. The basic stage is the automatic processing of flight planning data and to this may be added—either alternatively ortogether—automatic radar and automatic communication equip- ment. Normal radar and communications can be used at theexpense of a fully automatic system. Further, the system can be used merely as an automatic flight path calculator, as a calculatorwith automatic data transfer along telex landlines, or as the full system which involves automatic traffic planning and clearancecalculations with ground-to-air and air-to-ground data links. Coarse advanced planning can be stored in the memory drum upto twelve hours ahead of the movement. The best use of the clearance function, the manufacturerssuggest, involves an artificial block system of separation based FLIGHT, 5 July 1957 upon distance. Blocks 3i miles long, 500ft high and as wide as theairway or flight path in use are proposed, with one block separation under SATCO control in V.F.R., two blocks with radar controland four without. The computer would then select the shortest flight paths where the number of blocks for the required separationwould not conflict. It would be incautious to assume that the laboratory model ofthe SATCO system is the immediate answer to the controller's prayer. At the moment, only three aircraft types can be catered foron the laboratory model display, and considerable testing will be required before controllers are convinced that an electronic brain—in spite of duplication, triplication and self-checking—will always fail safe. Some manufacturing problems remain to be solved, andthe proposed block separation system may not be universally acceptable. The data link and automatic radar features of thesystem have yet to be developed and—although systems exist—the ultimate success of SATCO may depend upon the ease with whichit can be integrated into traffic control developments elsewhere, when it goes into production in 1960. This may be a job forI.C.A.O., or for the I.A.T.A. technical committee (the latter have already, say Hollandse Signaalapparaten, expressed interest in thesystem). The outcome will probably depend upon the full-scale pre-production trials of SATCO which are to be undertaken atSchiphol. CORRESPONDENCE The Editor of "Flight" is not necessarily in agreement vrith the views expressed by correspondents in these columns; the names and addresses of the writers, not for publication in detail, must in all cases accompany letters. Too Many Aircraft for B.O.A.G.?I READ your estimate (June 7, page 784) that B.O.A.C. haveordered 70 per cent too much equipment for their likely traffic needs in 1965. I think many people must have been wonderingwhat the Corporation intend to do with all the aircraft now on order or in service. But can they, as their intended order for 35VC-lOs suggests, really be planning on wiping their boards clean of Comet 4s, Britannia 102s and 312s and Seven Seas? The Seven Seas and Britannia 102s may have paid for them-selves by 1963, when the VC-10 deliveries start, but the Comet 4s and Britannia 312s will certainly not have done so. It may belogical to dispose of the Comets (if a secondhand market can be found), because the VC-10 is its logical replacement; but thedisposal of Britannia 312s would mean the virtual abandonment of British long-range turboprop operations, and of all the benefitsthese aircraft might bring in low-cost transatlantic travel. It is the size of the VC-10 order (35 aircraft) that is so stagger-ing. While it may seem fair to conclude, as you do, that "B.O.A.C. must be planning on an all-jet fleet of 707s andVC-lOs," I hope you are not right. London, W.2. DRAUGHTSMAN. Mr. Dorman and Croydon IN the Croydon Chamber of Commerce meeting report Flight,June 21) you say I recalled that the hangars are the oldest aeronautical buildings in the world; to which you added theeditorial comment, "not so." Not so to you, Sir! Your reporter quoted me inaccurately.I said Croydon airport buildings and hangars are the oldest civil aviation buildings in the world, which I think is so. Probably theoldest aeronautical building is the balloon shed at Farnborough which I saw there at cadet camps in 1910.With regard to a decision having been taken to close Croydon next year (to which you add "as indeed it has"), four days after themeeting the M.T.C.A. told me the Minister had only said he expected Croydon to be closed and available for sale about 1959.So what? London, S.W.5. GEOFFREY DORMAN.[Quite so. The White Paper on London's Airports presented by the Minister of Civil Aviation in July 1953 made it clear that whenGatwick was developed "Croydon will be sold and will become available for other purposes." Answering a question in the Housein February 23, 1955, the Minister gave 1959, when Gatwick was completed, as the date anticipated for closing Croydon. Operationsat Gatwick should start in April next year, and the M.T.C.A.— in implementing this policy—have intimated in letters to Croydonoperators that flying will therefore cease next year.—Ed.] Honeycomb Production OUR attention has been drawn to a note which appeared in yourissue dated June 7 under the heading "Avro Honeycomb." In this it is stated that Mr. J. A. R. Kay, Avro director andgeneral manager, said "Avro are the largest producers of honey- comb core in Europe, and the great strides made in its develop-ment puts the company in a strong position to corner the world's markets in this particular field. It may also give British industryits biggest boost for years." It is also stated that a recently developed machine is able to produce 1,200 sq ft of core per hour.In this connection, it may interest your readers to learn that this company is one of the largest manufacturers of honeycombin the world. Before accepting Mr. Kay's claim that Avro are die largest producers of honeycomb core in Europe, we would requireevidence in justification thereof. "Dufaylite" honeycombs are not only manufactured in theUnited Kingdom by us and two licensee companies but also pro- duced in ten European countries. The total output of these enter-prises may be estimated if you take into account that one worker is capable of producing 1,800 sq ft of honeycomb per hour. Ourmethods of production are, of course, fully covered by international patents. J. H. GORELL,Managing Director, Dufaylite Developments, Ltd., Borehamwood, Herts. "Bert" Hinkler—Information Wanted AY I, through your columns, appeal to any of your readerswho can supply me with factual information concerning the late H. J. L. (Bert) Hinkler, 1892-1933? I am gathering materialfor a biography of S/L. Hinkler, who, through his flying activities in Britain and his residence near Southampton for the majorportion of his career, must have made numerous contacts, both socially and professionally.I am anxious to obtain information which may otherwise be irretrievably lost, for it is my sincere wish to make as completea record as possible of the hie of a man who so materially con- tributed to the air link between our countries. Should you kindly publish this appeal, may I request that anyreader who is able to supply me with information and/or photo- graphs may contact me at Mooroondu Road, Thorneside, Cleve-land Line, Queensland, Australia. R. D. MACKENZIE. July July July July July July July July July July July July July July July Aug. Sept. 5. 5-8. 6-7. 6-8. 9-14. 10. 12-13. 14. 14. 14. 17. 18-20. 20-21. 21.26. 5-10. 2-8. FORTHCOMING EVENTS Tiger Club: Aerobatic Contest, Syw II. Swiss Aero Club: International Rail)', Bienne. Aero-Club de I'Ouest: International Rally, Angers. Invitation Rally, Deauville. Pescara Aero Club: International Air Week. Kronfeld Club: Film Show. Royal Aero Club: National Air Races, King's Cup, and Lockheed Aerobatic Trophy, Baginton. Northamptonshire Aero Club: At Home. Wolverhampton Aero Club: Invitation Rally. Yorkshire Aeroplane Club: At Home, Sherbum-in-Elmet. Kronfeld Club: "Meteorology for the National Champion- ships," by Wally Wallington. R.Ae.S., British Interplanetary Society, College of Aero- nautics Symposium, Cranfield. Bornholm Flying Club: International Rally, Denmark. Derby Aero Club: At Home. R.N.A.S. Culdrose, Cornwall: At Home. Institute of the Aeronautical Sciences: National Naval Aviation Meeting, San Diego, Col. S.B.A.C. Show, Farnborough.
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