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Aviation History
1961
1961 - 1310.PDF
412 FROM ALL QUARTERS SBAC Presidential Speech PRONOUNCEMENTS of far-reaching importance were made bythe Hon H. G. Nelson, president of the SBAC, at the annual Flying Display Dinner in London on September 7. Mr Nelson said thatthe reorganization of the industry had gone ''very well." In the civil field, the growth of the transport market was at the present timefaltering somewhat. "Accurate forecasts of traffic growth," said Mr Nelson, "have predicted a doubling of loads over 7-8 years.I am sure we can have confidence that these forecasts will, in fact, prove to be accurate, and the present disturbing falls in load factorswill be a passing phase. We have every confidence therefore that our latest series of civil aircraft will find much favour with airlinesduring the next decade. For the future beyond that we have made a study on a co-operative basis between the industry and Govern-ment establishments which has been very detailed and very success- ful. Arising from this a design study of a Mach 2 airliner has beenput in hand. In the field of air freighting it is encouraging to note that three tons of cargo are now carried internationally for everyton ten years ago, a rate of increase comparable with passenger traffic. We are hopeful that the elusive expansion of air freightingwill shortly become a reality and we have therefore available a number of suitable machines to cater for this need." Of international co-operation Mr Nelson had this to say:"We think there is considerable scope for greater co-operation on an international basis. First, the SBAC has been exploring withAICMA (International Association of Aero-space Industries) special ways and means of our industries working closer together.Secondly, we feel that the cost of some projects in the future will be so high that international co-operation between major groups ofour country with those of another will be essential if unnecessary duplication and wasteful competition is to be avoided and ifsufficient resources and a market of sufficient size is to be made available. We are steadily working to see if a satisfactory basis forsuch co-operation can be established. If such schemes are to be successful they must have within them the seeds of satisfaction forall partners. This will be difficult but not impossible." Turning to the Common Market, Mr Nelson said: "No referenceto the international scene at the present time would be complete without some comment on the recent application of this country tojoin the Common Market. Increasing size and performance has always been a feature of aviation development. Advantageaccrues from increased size and performance of aircraft and engines, and also from increased size of markets and of technicaland production teams and from increased size of Government FLIGHT, 14 September 1961 purses. These are the factors which govern the economics of ourindustry, much more than comparative labour rates and tariff differentials. We are, of course, vitally concerned to ensure asatisfactory level of prosperity both in this country, among our friends in the Commonwealth and in the world generally. We,as an industry, have as much to gain as any from a rising level of living standards throughout the world. With these factors inmind and in the confidence that our industry has much to offer in both experience and expertise, we feel that membership of theCommon Market will be beneficial provided that such membership can cater for the vital needs of the Commonwealth countries." British Business LAST week several new orders for British aircraft and engines wereannounced—in most cases timed to coincide with the SBAC Show, reported on pages 416-441. Largest order was for five VickersVClOs for RAF Transport Command; this is referred to in greater detail on page 447. In competition with "almost every jet-airlinermanufacturer in the world" de Havilland sold a very special Comet 4C for use as a mobile Royal palace by King Ibn Saud ofSaudi Arabia; specially furnished, it will cost about £1.25m. On page 421 news is given of further sales for the Herald and Dove,together with heartening news of the immediate success of the Beagle pack. Finally, Bristol Siddeley Engines have received acontract worth £lm for Viper 520 turbojets for the D.H.125. TWA Orders Caravelles WITH TWA's announcement on September 7 of an order for 20Caravelle 10A short/medium haul jets, plus an option on 15 more, the second of the US Big Four has now decided in favour of Frenchjets. The Mk 10A version, also known as the New Caravelle, will be powered by General Electric CJ-805-23C aft-fan engines(Caravelles of United are Avon-powered) and the order is worth over $100m (over £35.7m) to Sud Aviation. It will certainly be wortha great deal in prestige to France's aircraft industry, especially since TWA, like United, had always bought American equipment before.Deliveries are scheduled to begin from the Toulouse factory in January 1963, and will be completed by July of that year. TWA'sCaravelles will seat 68 first-class or 85 tourist passengers, and the airline will presumably use them on routes now served by Martin4-0-4s and the older Constellations. According to the Financial Times, TWA is seriously consideringleasing—or perhaps even buying—a small number, perhaps two or three, of Avon-powered Caravelles for crew training and familiariza-tion. This latest order is a blow not so much to Boeing and the 727 —for TWA had recently ordered 20 707-13IBs and 6 707-33IBs,and has four 720Bs leased from Boeing—but to the Trident and to a lesser extent the TWA-sponsored Convair 880. Now that TWAis no longer under the financial control of Howard Hughes, its re- equipment plans can be made on a much firmer basis, and withoutthe past delays which have led to its competitive position being undermined. Its Caravelle order brings the order book for thisaircraft up to 139, and it may not be without significance that the CONWAY AND PEGASUS are two of the most advanced aircraft powerplants yet produced. These new illustrations show, left, a Conway RCo.42/7, of 21,3701b minimum thrust for the VCIO, on reverser test at the Rolls-Royce works at Derby, and a Pegasus lift/thrust engine for the Hawker P.I 127 VTOL strike aircraft on one of the special beds built for it at Bristol Siddeley's works at Patchway
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