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Aviation History
1961
1961 - 0367.PDF
FLIGHT, 23 March 1961 PRIVATE AND EXECUTIVE FLYING... 375 An Association of Business Users lii December last year, under the auspices of the Royal Aero Club, a steering committee was formed to organize the Business Aircraft Users Association, now about to be inaugurated. Open to all who use aircraft on business or who are connected with the aviation industry, and irrespective of whether a professional pilot is employed, the BAUA already has the support of a large number of firms, many of whose names are household words. Some of the Association's aims and objects are set out in this article. Wg Cdr Vigors is chairman of the Royal Aero Club's business aviation advisory committee and chairman-elect of the provisional BAUA sub-committee dealing with matters relating to flying and legislation. Sqn Ldr Ward is a business aircraft consultant. WHEN import restrictions on foreign light aircraft werelifted in 1959, a veritable Pandora's box of light aircraftand equipment was opened to the British private aircraft owner. Many business men began to give serious consideration tothis method of travel. It offered an alternative to slow railways and overcrowded roads, and to the inflexible and sometimes incon-venient schedules of trains and airliners. Some saw it as a means of improving the business efficiency of their organizations; otherssaw in executive aircraft an opportunity to expand their businesses, particularly in regard to exports. On visits to the US and to other parts of the world many Britishbusinessmen had seen for themselves the advantages of private air travel on journeys which cut across established transport routes.The aircraft were small but fast, safe, and both comfortable and convenient. A re-examination of business travel requirements in the UnitedKingdom showed that, although similar aircraft and equipment were freely available, ground facilities were not. Aerodromes hadbeen closed with little regard for the needs of the private owner, and legislation introduced which ignored his existence. Privateflying had been relegated to the status of an enjoyable but expensive sport. By Wg Cdr TIM VIGORS and Sqn Ldr JOHN WARD Despite this, a few business organizations with more appreciationthan others of the possibilities of private air travel bought modern aircraft for use in connection with their businesses. From whatthey learned they became convinced that business aviation in this country—although beset by poor facilities and bureaucratic obstruc-tionism—should be allowed opportunities for natural development. It is in the London area that facilities for business aircraft aremost lacking. Until recently, the only all-weather aerodrome regu- larly available to light aircraft was Gatwick. Thirty miles fromthe business centres of London, for journeys to the Midlands and North the airport is this distance and more in the wrong direction.Because it is geared to handle scheduled-airline passenger traffic, business aircraft are subject to more arrival and departure delaysthan they would be at an aerodrome intended to handle executive traffic. Except in a few cases, such as when meeting passengers, mostbusiness owners do not want to use major airports. Slower piston- engined aeroplanes do not fit conveniently into jet traffic patternsand executive operators do not want to taxi a mile or more to the take-off point of a 5,OOOft runway; they would be quite happy touse smaller airfields and landing strips nearer the starting point and destination. The trouble is that all too often they are prevented from doing so.Regulation of controlled airspace seems designed to cater only for scheduled airline traffic. The other restriction is on Customs facili-ties; these are only available at major airfields, and are simply unob- tainable at minor ones, even though the facility may not be very faraway. Although quite willing to pay for special service, an execu- tive operator must fly into a major airport—with inconvenience toall concerned—in order to get his passport and carnet stamped. Although the Royal Aero Club is doing sterling work in theinterests of the business operator, it has to represent the views of all private owners, and cannot give time to studying in detail the needsof one particular section. By their own efforts individual companies have managed to gain small concessions, but the major issues areusually beyond the scope of their influence. A central body was needed to collate the combined experiences and requirements of allbusiness aircraft operators, powerful enough to represent leading commercial and industrial concerns as well as the small business.The Business Aircraft Users Association is to be formed to present this reasoned case, well supported by the collective experience of asmany operators as possible. It should speak with a single powerful voice. The first task of the Association should be to obtain an improve-ment in the airfield situation, particularly in the London area. What the owner of an executive aircraft wants is a small all-weatherairfield open twenty-four hours a day, where his aircraft can be housed and serviced quickly and efficiently. Customs facilitiesshould be available on request at reasonable notice, and the busi- ness aircraft operator should be able to leave his car, step into hisaeroplane and be away with the minimum delay and fuss. Croydon and Hendon aerodromes—both still in existence—arewell suited for this purpose. Given permission for business air- craft to use them, the benefit to the individual, as well as eventuallyto the country as a whole, would be enormous. This is a question of more than parochial importance. It isbecause the embryonic Association looks ten years ahead to a time when there might be 2,000 business aircraft in Great Britainthat efforts are being made now to save these airfields. When the builders move in the opportunity will have gone for ever, andcommerce will be the poorer as a result. The Association's second task should be to obtain a more sym-pathetic official attitude to the use of business aircraft. This will involve an attempt to have present restrictive legislation and pro-cedures reviewed and where possible revised. It will also involve the task of ensuring that the business operator—as represented by theAssociation—is consulted before any new legislation is put into effect. Previously there was no single body which could present theviews of those interested in operating business aircraft. Many other tasks will fall to the Association. Campaigningfor the opening or continuance of suitable airfields or strips, nego- tiating with insurance companies, providing flight-briefing facilities,maintaining a register of crews and technical personnel, and liaising with the aircraft industry and other organizations are all intendedto be part of the Association's duties. The BAUA may also act as a centre for the collection and dis-semination of information about such matters as, for instance, the availability of private landing strips. And, finally, it would give allpossible assistance and impartial advice to those wishing to enter business aviation for the first time.Many more growing pains must inevitably be suffered by busi- ness aviation in this country. Nevertheless, the future of this typeof flying has never looked brighter. An increasing variety of aircraft and equipment, both foreign and home-manufactured, is becomingavailable. British businessmen—from chairman to junior executive —are waking up to the advantages of owning an aircraft. Thispowerful Association, now being formed, will provide a common voice for business users, and which can speak with sufficient influ-ence to ensure a fair hearing from all Government departments. At long last England is set to catch up with the rest of the world ina sphere of aviation which is now one of national importance. AIRWAYS II!!!!!! <II SHU! •
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