FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1961
1961 - 0675.PDF
_^ ?J24 VOLUME 7 9 THURSDAY 25 MAY 1961 Editor-in-Chief MAURICE A. SMITH DFC Editor H. P. KING MBE Technical Editor W. T. G U NSTO N Air Transport Editor J. M. RAMSDEN Production Editor ROY CASEY Managing Director H. N. PRIAULX MBE IN THIS ISSUE From All Quarters 686 Missiles and Spaceflight 688 The National Gliding: Championships 691 Showing- the Flag 694 France's Aircraft Industry Towards Fail-safe Air Traffic Control 7O4 713 714 716 Jet Drag-on Queen Air in the Air Straight and Level 718 Flight System Survey 719 Sport and Business 720 Air Commerce 721 Service Aviation 726 Supersonic Symposium 727 Correspondence 730 Hide Transport Publications Ltd, DorsetHouse. Stamford Street, London, SE1; telephone Waterloo 3333. TelegramsFlightpres London SE1. Annual sub- scriptions: Home £4 15s. Overseas £5.Canada and USA $15.00. Second Class Mail privileges authorized at NewYork. NY. Branch Offices Coventry: 8-10 Corpora-tion Street; telephone Coventry 25210. "•nningham: King Edward House, Newstreet, 2; telephone Midland 7101. Man- chester: 260 Deansgate 3; telephoneBlarkfriars 4412 or Deansgate 3595. •Uasgow: 62 Buchanan Street Cl; tele-phone Central 1265-6. -New York, NY: Thomas Skinner * Co•.ublhhers) Ltd, 111 Broadway 6; ''•lephone Digby 9-1197. © Uiife Transport Publications Ltd,1961. Permission to reproduce illustra- 1 if'IIB and letterpress can be granted only under written agreement. Brief extracts°f comments may be made with due •' itnowledgement. AIRCRAFT, SPACECRAFT, MISSILES Official Organ of the Royal Aero Club First Aeronautical Weekly in the World Founded in 1909 A Special Piquancy |AME a significant modern aircraft, engine, missile or accessory and it will probably be at the 24th Paris Salon, which opens tomorrow. More broadly than ever before this greatest aeronautical show on earth will mirror the international aeronautical scene. American aircraft that have hitherto been merely exciting names to most of us in Europe—among them the USAF's Hustler supersonic bomber, its US Navy counterpart the Vigilante, and the slick executive Sabreliner—will be seen in shiny reality. British representation, as detailed in this issue, will be impressive and businesslike, with the Short SC.l representing a new bold step along the VTOL road. This follows four years after the altogether astonishing demonstrations by the SNECMA Atar-Volante—the unforgettable spectacle of a man apparently walking in the sky. Though VTOL in France has not yet fulfilled the promise of that pioneer companion of the Rolls-Royce Bedstead, new STOL techniques are being perfected by Breguet. The name Atar is still current, though not in a VTOL context. The con- nection is, in fact, one which brings no joy to British hearts: this elderly French turbojet is to be licence-built in Australia—for French Mirage fighters—for the Royal Australian Air Force. Nor is this order the only manifestation of French infiltration into Australia. The Super Broussard and Rallye are challenges that for the present Great Britain is unable to meet. As for the Caravelle, it has given the world a new lead in aircraft design, and M Hereil and his Sud technicians (and patent agents?) will often raise an eyebrow as they examine the models of the new airliners of other nations. Certain of the models will represent short/medium-range turbofan airliners. Russia will send a short/medium-range turbofan airliner. These reflections give a special piquancy to the wondrous banquet that is the Paris Salon. Keep It Brief WHEN the Air Transport Licensing Board was created last yearParliament intended that British air transport should be spared the ponderous machinery typified by the US Civil Aeronautics Board. Britain's new Board is still feeling its way, but already there are signs that its pro- ceedings are becoming over-heavy. True, the Cunard Eagle North Atlantic case that began last week, and which we review in this issue, is not one to be treated lightly. But one may ask if it is really necessary (for example) for BOACs hired counsel to spend a good hour solemnly and laboriously contesting a Cunard Eagle traffic forecast. Everyone knows that one air traffic forecaster can never meet another without laughing. One might as usefully argue about next week's weather. Counsel, Mr Henry Fisher QC, could have dealt with this particular subject in 15 minutes. We cite this as one example only of numerous points that could have been disposed of without hair-splitting and pedantry. That such wrangling should have found a place in an air transport courtroom is the fault of those airlines who decided to brief counsel instead of fielding their own men, as Cunard Eagle have done. Everyone admires counsels' aptitude for grasping specialist subjects. But their knowledge cannot range beyond the brief given them by the specialists. These men, the briefers, are really the ones who should be the advocates. If this is not to be, then at least let there be included in counsel's brief an admonition to keep it brief. The Board and British air transport have a big job to do, and cannot afford to have their time wasted.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
