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Aviation History
1960
1960 - 0460.PDF
460 FLIGHT, 8 April 1960 FROM ALL QUARTERS BOEINGS BOTH: The acquisition by Boeing of the Vertol Aircraft Corporation makes stablemates of the Boeing 707 and the Vertol 107. The big jet (a Series 120) and the medium helicopter are seen together at Philadelphia Aerial Advertising Opposed r A NEW clause prohibiting, except for official purposes, aircraftfrom displaying "advertisements or other communications audible or visible from the ground" was approved at the committee stageof the Civil Aviation (Licensing) Bill on March 29. This clause was proposed by Bernard Braine (Con, Essex,South-East) who about two years ago introduced a Bill with the same purposes which was lost. He commented that there wasno intention of criticizing the practice and profession of advertis- ing, but he considered that if it over-stepped the bounds ofdecency or was unethical or caused a nuisance or in some way constituted a danger, it should be brought under control. Hementioned three forms of aerial advertising—sky-writing, towing of banners and the use of a loud-hailer. The new clause was welcomed by Duncan Sandys, Minister ofAviation, who said that aerial advertising could become "an unconscionable nuisance and a danger." At present the nuisancewas slight, but if it developed on any scale he thought everybody would wish to have it prohibited. (More about the Bill—page 466.) C. S. Thorn Retires A WELL-LIKED figure in the industry, with many friendsboth at home and abroad, C. S. Thom is retiring after more than 31 years of service with de Havilland. With the exceptionof the war period, the whole of his work has been concerned with aircraft sales and the administration ofa world-wide marketing organization. During World War I Clary Thomserved with the RFC, learning to fly in D.H.6 trainers. Afterwards he spentten years in the Shell-Mex aviation department, and then joined the D.H.sales department at Stag Lane, Edgware. He was at once busy sellingMoths to customers and agents from many parts of the world. Soon all thetransport and light aircraft business which kept the company so fullyoccupied in the 1930s was his concern, and he travelled extensively abroad. Hebecame sales manager when F. E. N. St. Barbe was appointed a director in 1936. When war broke out Mr Thom set up the D.H. repair organiza-tion at Witney and then inaugurated the Second Aircraft Group at Leavesden, being responsible for the building of the factoryand then for its management, together with that of the subsidiary units which contributed to its production of 1,390 Mosquitoes.Towards the end of the war he took over contract administration for D.H. manufacture and repair of aircraft, engines and propellers,returning to the position of aircraft sales manager in 1944. In January 1951 he was appointed to the board as sales director.Latterly he has been in the service of de Havilland Holdings Ltd, the parent company, as executive assistant. A Good Start A TOTAL of over £23^m was reached by aviation exports fromthe UK during the first two months of this year, bringing the aircraft industry's post-war total to £965m, sales of engines(£292m) accounting for about one-third of this. By the time the April or May figures are ascertained, the engine total will havereached £300m. VISITING THE NA.39s: Recent callers at the Blackburn Aircraft works at Brough were US Navy representatives. In this group, with N. E. Rowe and Capt E. D. G. Lewin, joint managing directors, are Rear Admiral R. W. Cavenagh, US Naval Attache, and Capt D. O'Meara, Assistant Naval Attache Sales during February totalled £10,385,490, made up asfollows: aircraft and parts £5,475,316 (complete aircraft £3,066,998, parts £2,408,318); aero-engines and parts £4,317,438(new engines, £1,364,634; other than new, £1,425,822; parts £1,526,982); electrical pans and equipment, £299,642; instru-ments, £192,227; tyres, £100,867. During February the leading buyers of aircraft and parts wereIndia (£1,549,438); Switzerland (£682,443); and New Zealand (£476,141). Leading buyers of aero-engines and parts were theUS (£896,860); India (£534,267) and Canada (£478,789). Supersonic Transport Engines IN a lecture read before the Royal Aeronautical Society onMarch 24 by Dr R. R. Jamison and R. J. Lane of Bristol Siddeley Engines, all reasonable types of propulsion system were examinedfor a large airliner flying London to New York non-stop at M2, 3 and 4.5. At each flight Mach number and for each type ofengine, the overall configuration was optimized, with full allow- ance for flight contingencies. A remarkable factor is that at allspeeds the best payloads were calculated to lie between ten and 15 per cent of the gross weight. For the M2 aeroplane (the best light-alloy airframe) theoptimum engine was determined to be a high-pressure, high- temperature turbojet; this gave a payload of 15 per cent. At M3there was close competition between the reheated ducted fan and the turbojet/ramjet combination; both offered a payload of 12 percent. At M4.5 there was a clear choice for the combination power- plant, cruising on ramjets alone; in this case the payload was10 per cent. According to these figures the productivity increased with cruising Mach number. The paper also examined theinfluence of noise at take-off and the height chosen for transonic acceleration in relation to nuisance value of sonic booms. Tu-104A to Prague LAST Friday, April 1, CSA Czech Airlines inaugurated theirscheduled London - Prague service with Tu-104As, which will fly the route twice weekly in pool with BEA Viscounts. FromPrague the Czech jets will fly on through Cairo to Bombay, in a block time of 12hr. CSA have four Tu-104As.As delivered, they have a quiet front compartment seating 16 first-class passengers and a noisier tourist section seating 54 intwin and triple units. Above the wing is the galley, and toilets
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