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Aviation History
1960
1960 - 0920.PDF
26 FLIGHT^ 1 July 1960 AIR COMMERCE... B O AC's NEW TOP MEN EACH of Britain's two airways corporations, the Air Corpora-tions Act decrees, shall consist of a chairman, a deputychairman, and "such number of other members as theMinister may from time to time determine." There is in fact provision for BOAC to have two deputy chairmen; and theMinister must not appoint more than eleven board members or less than five. It is also plainly set out in the Act [Section 2(2)] that theMinister shall appoint the chairman and deputy chairman of each corporation "from among its members"—i.e., from among themembers of the board, a point that seems to have been overlooked. The Minister has not complied in the case of Sir MatthewSlattery who, as reported in last week's issue, becomes chairman in succession to Sir Gerard d'Erlanger on July 29, a few days afterSir Gerard's presentation of the 1959-60 report and accounts. The Minister has, however, complied with the Act in respect ofSir Wilfred Neden, who is promoted from the board (to which he was appointed in December 1958) to the position of part-timedeputy chairman. There are of course precedents for the appointment of thecorporation's chairman and deputy chairman from outside rather than, as is decreed, from "among its members." Both Sir Gerardd'Erlanger and Sir George Cribbett, appointed respectively part- time chairman and full-time deputy chairman in May 1956, camefrom outside the corporation. When Parliament approved the Air Corporations Act in 1949 it obviously had in mind the desirabilityof promotion from the ranks; evidently this has not been found possible in the case of BOAC's chairmanship. How has theMinister complied with the requirement of the Act? A Ministry spokesman said last week that the Minister's letter to Sir Matthewappointed him a member and chairman of BOAC. Rear Admiral Sir Matthew S. Slattery, KBE, CB, DSC, FRACS,RN(Rtd), was born in 1902. He was educated at Stonyhurst and at the Royal Naval Colleges at Osborne and Dartmouth. He joinedthe Royal Navy in 1916 and qualified in 1924 as a pilot in the Fleet Air Arm, serving for a time in aircraft carriers. In 1938 hewas promoted captain at the early age of 36. In the early war years, 1939-41, he was Director of Air Material at the Admiralty. Hewas then given command of HMS Cleopatra, a light cruiser, and was next appointed Director-General of Naval Aircraft Develop-ment and Production. In 1945 he was promoted to rear admiral and Chief Naval Representative with the Ministry of Supply. In1948 he became Vice-Controller (Air) and Chief of Naval Equip- ment, Admiralty, and Chief Naval Representative, MoS. Sir Matthew retired from the Royal Navy in 1948, in which yearhe joined Short Brothers & Harland Ltd as managing director, becoming chairman in 1952. In 1959 he was appointed a directorof the Bristol Aeroplane Co and chairman of Bristol Aircraft, a position he held until the latter was merged with Vickers andEnglish Electric as the British Aircraft Corporation. Sir Matthew's salary as full-time chairman will be £8,500 a year, with an expenseallowance of £1,000. Sir Wilfred Neden, CB, CBE, was born in 1893. He studiedeconomics at London University and then joined the Army soon after the outbreak of World War 1, serving overseas with theYeomanry and Royal Field Artillery. He was granted a regular commission in 1917, retiring in 1922 to join the Ministry ofLabour. Following a spell in the Aliens Branch, he became responsible for recruitment under the Military Training andNational Service Acts 1939-45; later he was appointed Under- secretary of the Military Recruiting and Demobilization Depart- Sir Matthew Slattery Sir Wilfred Neden ment. In 1948 he became Director of Organization and Establish-ments, a position he held until 1954, when he was appointed Chief Industrial Commissioner. Sir Wilfred retired from thepublic service in 1958, joining the board of BOAC in December of the same year.Three part-time members, all from diversified fields, are appointed. They are Sir Walter Worboys, Mr Lionel Poole andMr J. A. Connel. Each will draw a salary of £1,000. Sir Walter Worboys was born in Western Australia in 1900. Hewas educated at Scotch College, Western Australia, and Oxford University. He is chairman of British Tyre and Rubber Indus-tries, and director of Westminster Bank and of British Portland Cement Manufacturers; he was formerly commercial director ofICI, and has held many important posts in the chemical industry. Mr Lionel Poole was born in 1894. From 1919 to 1943 he wasnational organizer and full-time officer at his branch of the National Union of Boot and Shoe Operatives, and from 1943 to1949 was assistant general secretary of the Union; he was general secretary from 1949 to 1959. During 1957-58 he was a member ofthe TUC General Council. Mr J. A. Connel, born in 1903, was educated at MerchistonCastle School and Edinburgh University, where he obtained a degree in chemistry. He joined Lever Brothers in 1926. In 1933he was assistant works manager of Joseph Watson & Son, and in 1937 held the post of assistant general works manager of Van denBerghs and Jurgens. In 1946 he joined Unilevers Group in South Africa as technical director, returning to London in 1950 to theTechnical Division, Unilever House, where he became chairman in 1953. He was appointed a member of the Board of Unilever in1954, and vice-chairman in February 1960. He has been a member of the board of BOAC's Associated Companies since 1957. The new BOAC board is therefore as follows: Sir MatthewSlattery, chairman; Sir Wilfred Neden, deputy chairman; Basil Smallpeice, managing director; J. W. Booth; J. A. Connel; KeithGranville; L. Poole; Lord Rennell; F. Taylor; Lord Tweedsmuir; Sir Walter Worboys. Leading article, page 1; other portraits, page 24) JAPAN'S NEW AIRLINER TDLANS for production of the YS-11, the twin-Dart feederlinerA designed by the Nippon Aircraft Manufacturing Co (NAMCO), are now finalized. Total production expenditure onfour experimental YS-lls will be about £1,945,000. The six manufacturers concerned are participating as follows: — Mitsubishi are making the fuselage and undertaking final assembly.Their contribution will be about £1.055 million, i.e., just over half. Kawasaki are making the wing and engine nacelles. Their contribu- tion is about £496,000, or about one quarter. Fuji are making the tailplane, and contributing about £200,000, about one tenth of the total. Shin Meiwa are responsible for the rear fuselage, and are contributing rather less than 5 per cent—about £103,000. Ninon Hikoki are doing the ailerons and flaps, contributing £139,000. Showa Hikoki are doing honeycomb structural components, and are contributing about £146,000.NAMCO's capital is to be increased next October to a total of £1.22 million, of which £543,000 will be contributed by thecompanies, and the balance by the Japanese Government. —AND ALL NIPPON GOES ALL-TURBINET HE two ex-Capital Viscount 744s which were exchanged by theUS airline in 1957 for two new 745s have been leased from Vickers by All Nippon Airways. The two aircraft, 52-seaters, arenow in operation with the Japanese domestic airline. Next year, in June and July, All Nippon are to take delivery ofthree Viscount 810 series; and according to a Japanese source the airline proposes eventually to purchase seven more V.810s. At thesame time, notwithstanding progress with the indigenous rival product (see adjoining column), All Nippon are to take deliveryof three Fokker Friendships in March and April 1961, and they are reponedly planning to purchase up to a total of 20 Friendshipsby 1963. Footnote: The twelve D.H. Herons operated by Garuda IndonesianAirways since 1954 have been bought by the Japanese agents Itoh & Co for a unit price of about £4,500 each excluding spares. Average flighttime of the Garuda Herons is said to be only 3,000hr. Three are to be sold to Japan Air Service, two more to Toa Airways, and five more aredestined for export—three to Cambodia and two to Australia.
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