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Aviation History
1961
1961 - 0536.PDF
ii 544 FLIGHT, 20 April 19 il AIR COMMERCE . . . AIR TRANSPORT AT OXFORD EVERY year for the past six years the Royal AeronauticalSociety has sponsored an air transport course, a three-week series of lectures embracing economics, operations and air law. Thecourse takes place around Easter-time at Oriel College, Oxford, and is attended by 30 or 40 students. These might be described as"young senior executives," all sent by organizations diversely concerned with air transport. This year's course, which took place between March 24 andApril 15, was by all accounts one of the liveliest and most successful to date. The students, 34 in number this year, could be classified asfollows (numbers in brackets indicate overseas students): from airlines, 14 (8); Government departments, 6 (2); manufacturers, 11;fuel companies and insurance, 3. The resident lecturers, as in the past, were: economics, S. F.Wheatcrqft; operations, K. G. Wilkinson (BEA) and D. C. Tennant (TCA); air law, A. R. Barrowclough. Also as in previous years, thedirector of the course was Dr A. M. Ballantyne, and the secretary Miss E. B. Croad. It is customary for these courses to be addressed by guest speakers,and this year these were:— Dr V. Gore. Air Research Bureau; Mr R. E. Hardingham, ARB; SirWilliam Hildred, IATA; Mr L. C. Hunting, president of BIATA; Mr Arnold Kean, assistant treasury solicitor, Ministry of Aviation Branch:Dr E. S. Moult, president of the RAeS and technical director of DH Engines; Mr J. D. Pearson, Rolls-Royce; Mr C. A. Seymour, Air-BP;Mr Basil Smallpeice, BOAC; and Capt J. Woodman. BOAC. Contri- buting to the course in addition to the resident lecturers were: Mr FrankBeswick; Mr Elliott Bolton, TCA; Mr B. M. Brough, BEA; Mr Tom Carter, American Embassy; Mr Robert L. Cummings, New YorkAirways; Mr E. J. Dickie. MoA; Mr G. Fitzgerald, Irish Air Lines: Miss M. Goldring, The Economisr; Mr J. K. M. Henry, Scott andWilson, Kirkpatrick and Partners; Mr C. H. Jackson, BOAC; Mr M. D. Morrissey, BOAC; Mrs Alison Munro, MoA; Mr R. Nivet, AirFrance; Dr K. R. Sealy, London School of Economics; Mr John Seekings, BEA; Mr H. E. Smith, BOAC; Mr R. Stoessel, LockheedAircraft; Mr P. L. Sutcliffe, Hawker Siddeley Aviation; and Mr D. A. Whybrow, Channel Air Bridge. Because not many firms are able to spare executives for more thanthree weeks, and because air transport is nowadays so big a subject, maximum utilization of student work capacity is a keynote of thecourse. The average working week of more than 20 lectures, plus the case studies on which seminar groups get to work, calls for aworking week of perhaps 50 or 60hr. The general consensus of opinion among students is that the pace is hard but that it could berelaxed only by dispensing with indispensable lectures. The liveliness of the course obviously depends greatly on thepersonalities of the people attending. This year in particular pro- "St Gall," the first Viscount V.808 delivered to Aer Lingus in May 19;ji appeared at Dublin Airport in a new Easter outfit. The word "Viscous :" has been deleted in favour of "Irish International Airlines"—presuma fy to present the corporate image of the Irish airlines to the Uni ed Kingdom and European markets. This must be the longest airline title on the world's air routes—including "Fly Eastern Golden Falcon Jet" ceedings appeared to go with a swing from the start. One of .necase studies (in addition to an air law case involving a hyf o- thetical collision) was Cunard Eagle's application to operate No. thAtlantic services—the actual application that is soon to come up before the Air Transport Licensing Board. The course was diviaedinto two groups, each with its own "Board" and 'teams represent- ing BOAC and Cunard Eagle. The fact that there were no repre-sentatives from these organizations no doubt enhanced objectivity, and the fulfilment of three weeks' work on the case by each groupwere the "'hearings" and "board decisions" that took place on the last two days of the course—occasions notable as much for theirwit as for their wisdom. For the record, both Boards granted Cunard Eagle's application, though with qualifications. As is the tradition of these courses (which incidentally have nowbeen expanded to include a separate short course for Common- wealth civil aviation authorities) the concluding event was theBonally Dinner—attended by the president of the Royal Aero- nautical Society—in the seventeenth-century hall of Oriel College. BEA N'A PAS RENONCE LE TRIDENTT HE March 31 issue of the French aviation journal Les Ailesincluded a mildly startling report to the effect that the British Government had decided that BEA will renounce theD.H.12I Trident and, "in the interests of close collaboration with the French industry," will order Caravelle 10s. The reportannounced that, in fact, BEA had ordered 30 Caravelle 10s and had placed an option on a further 30. The story is fantasy, needlessto say—but it does focus interest on the new Caravelle 10, about which more information has now been made available by Sud. As yet a project, the Caravelle 10 is a development with twoJTD8-ls of 14,0001b static thrust each. Take-off weight is 114,6401b and payload-range performance is 1,900 n.m. with 17,6001b ofpayload and 7,5901b of fuel in reserve. With payload reduced to 13,1501b and the same fuel reserve, stage goes up to 2,100 n.m. Take-off distance at maximum take-off weight is 6,650ft andCAR landing distance at a landing weight of 89,2871b is 4,462ft. Speed performance is not significantly different from other Cara-velles, VNO being 32O-39Okt. Estimated price is quoted at between $3mand S3|m. Dimensions of the new US turbofan-powered Caravelle, whichis reported to be arousing the interest of American Airlines and United, are the same as previous versions, with the exception of theCaravelle 7. That version, which is also aimed at the American market (being fitted with GE CJ8O5-23C turbofans of 16,1001b),has its fuselage-length increased by 3ft from 105ft to 108ft, all this increase being available in the cabin. The Caravelle 10 hasthe standard length of 105ft. A SHOCK FOR THE BUSES SOME comments on the Air Transport Licensing Board areforthcoming from a non-aviation quarter—from the journalBus and Coach, which is one of Flight's associated publications. In its April 5 issue, in an article advising road operators to keep awatchful eye on air-service applications, Bus and Coach comments: "When the Board held its first sitting the handful of road trans-port men who went along to see the procedure adopted were a little shocked at the lack of formality. No one stood when the Boardassembled, all statements were made when seated, objections were heard before the applicant's case was presented, allegations of allkinds of irregular practices were made without any attempt to prove them, documentary evidence beyond that given in advance ofthe sitting was not presented, and no attempt was made to prove such suggestions as that the licensing of a particular facility wouldmean wasteful competition. "1 mention all this just to warn road operators what to expect.My advice, however, is to go before the Board just as well-docu- mented and briefed as if they were going to a particularly stickypublic sitting before any of the Traffic Commissioners. The Board is likely to get more formal as time goes on. Even if it does not doso, a well-prepared case is always much more impressive than one poorly put together. The big airlines are likely as time goes on tospend big sums on the services of top-rank legal men." This is an unusual picture for the Air Commerce pages of "Flight," but it is appropriate. At BEA's engineering base at London Airport w-rk is proceeding with enthusiasm on the restoration of Nash Collector veterans by a spare-time group of 20 volunteers, including BEA engi- neers. In theforeground is an S.E.5, in the centre a Bleriot XXVII,and in ihe background anAvro5O4
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