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Aviation History
1961
1961 - 0114.PDF
10 11 10 14 13 16 4 3 2 17 15 12 5 1 1 Furnishing and Finishing... have no set house scheme of decor, feeling that each aircraft shape,size and date of introduction presents individual problems, and we wish to be free to introduce a layout and decor scheme that reflectsthe most up-to-date thinking. Where we consider it to be neces- sary we commission specialist consultants to advise us, and evenin this direction we feel it is a good thing to change our source of advice from time to time in order to inject into the schemes somenew and fresh ideas. We do not restrict our study to the basic cabin surface materials in denning decor requirements. Equallyas important do we regard lighting and every other piece of equip- ment used in the cabin, whether it be architectural fittings, cutleryor passenger amenities. Such study is certainly not the province of the "interior decorator"; it is now such an important factor in theestablishment of the passenger environment—including as it does air conditioning, soundproofing, lighting and engineering—that itdemands an intimate knowledge of material, manufacturing tech- niques and processes, the basic engineering concept of the aircraftand the airline route pattern; and where the decor forms part of the soundproofing and air conditioning system, it calls for athorough understanding of the aircraft design philosophy. This is human engineering—industrial design of a most specialized nature. In establishing firm requirements that must be adhered toregardless of the decor affect, BOAC have produced a basic interior-layout handbook. This sets out in considerable detail suchthings as flexibility of passenger seating arrangement; number of toilets; wardrobe capacity; interchangeable facilities (bar units,lounges, berths, etc); desired position and size of passenger doors and windows; size and height of luggage racks; detail design ofsuch units as galleys; lounge compartments; number and position of drinking water fountains; and public-address system. In parti-cular, on the decor and styling side we control with some rigidity such features as fire resistance, fade resistance, "cleanabUity,"weave standards for seat covers, weights, stain resistance (in this direction nicotine staining of the ceiling is a very real problem)and surface lustre (taking great care there are no highlights to dazzle passengers in the very clear air of modern altitudes). All of this so far has been associated with subsonic aircraft, butwhat of supersonics? We feel the basic seat requirement will change very little—apart, perhaps, from a little weight-saving inthe structure—but the interior now becomes even more important, particularly if the aircraft are finally developed without windows.We have not so far completed our analysis of these special prob- lems, but we recognize that we are now dealing with a fuselage ofsmaller cross-section, so that the need to remove the tube effect in the main cabin is even more difficult and important. Our currentthinking in this direction is to introduce some form of width pers- pective with horizontal bulkhead and seat cover patterns. It isequally important to eliminate long bands of continuous shape or pattern along the cabin—for instance, the hat rack edges, covelights and similar fittings. By far the most important point, however, is the reaction of thepassenger to the absence of windows and here our research medical 114 FLIGHT, 27 January 1961 Left, VCIQ galley/ bar-unit mock-up with bar shelf added for use in lounge 1, beer, wine and spirit stowage box; 2, waste- bin housing; 3, third drawer (14 - pint glasses); A, second drawer ( Vz - pint glasses); 5, top and bottom drawers (!4- pint glasses); 6, cash and cigarette service drawer; 7, standard and special Crown cork openers; 8, stainless- steel sink; 9, water tap; 10, bottle display loca- tions; 11, bottle stow- age; 12, souvenir and silver stowage; 13, transparent reeded plastic sliding door; 14, ice-cube well; 15, lighting; 16, bar counter; 17, waste-bin retention bar Boeing 707 first-class galley unit as installed. All the "hardware" is covered with decora- tive pull-down covers during periods when passengers are boarding the aircraft officer is our principal adviser. We must, he says, find a way ofeliminating the claustrophobic effect, and give the passenger some means of using his eyes to adjust himself to acceleration and othermanoeuvres of the aircraft; this he now does naturally by allowing his vision of the outside sky panorama to balance his senses. Wemight have to simulate this process by providing some form of visual reference, such as closed-circuit television. On the overallproblem of interior design on the supersonics, those things that in the past have been regarded as acceptable but in poor taste-violent patterns, high-lustre surfaces, colour clashes—now become completely unacceptable and the designer and consultant arejoined by the doctor as an essential member of the decor team. Because this article deals mainly with the passenger cabin, itmust not be thought that we have forgotten the need for good flight-deck environment and design. This requires a similarapproach, but one influenced by the tasks and special needs of the operational crew. External Decor With external livery, as with their cabin inter-iors, BOAC follow a policy of quiet good taste. Here we really do follow a standard "house scheme." Although we have consideredchanging from time to time we still like our dark-blue tails, white top and dark-blue cleat-line scheme. As with aircraft interiors,however, we maintain a most flexible outlook, and consider that the basic shape or configuration on the aircraft justifies each newtype being dealt with as a separate design study within the overall "house scheme." In the case of the VC10 we currently propose todelete registration markings from the tail and have them on the engine pods. We shall then also delete the horizontal white bandsfrom the tail, leaving a completely clear vertical surface on which we will have the Union Jack and a Speedbird insignia somewhatlarger than hitherto; but here again we shall keep an open mind on the final scheme right up to the moment when we have to make afirm decision. We recognize that there are some that feel the blue is a little toodark; we may try a slightly lighter tone at some future date but for the moment we are staying with the existing scheme. As a separatebut relevant issue we have been studying the possible use of high- visibility paints, and although we will continue to keep this inmind we have not yet clearly established a policy beyond having some models painted-up to see how the bright orange tints couldbe used on our various aircraft. The world's major operators are known by their various liveries.and the exterior scheme is probably the most important piece of advertising space in the airline. Special Layouts Like most other major airlines we are occa-sionally required to carry a VIP party on a chartered aircraft; for this type of service we have specially designed equipment, lounges,settees, club seats, dining furniture, etc. Those currently in use repeat the materials and overall decor scheme used in the standardpassenger cabin, but we are now considering a resryling of the main units to keep them abreast with the "new look" aircraft, suchas the 707. This whole subject of interior and exterior design is one of con-tinuing exciting development. The most expensive commodity in the aircraft is space. IATA to a large extent control just how mucheach passenger is allowed and it is up to each airline to strive to give the passenger the best value for his money. I have oftenbeen quoted as referring to the passenger cabin as the "showcase of the airline." This is still very true—and in the case of BOACit is where we show the passenger how we "take good care" of tiim-
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