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Aviation History
1962
1962 - 0186.PDF
188 FLIGHT International, 1 February 1962 LETTERS... to BOAC's own insistence on innumerable modifications at every stage of development. The ultimate upset for British manufacturers is when Her Majesty the Queen travels to parts of the Commonwealth in an American aircraft, and by the airline which is alleged to uphold British prestige throughout the world. This, however, is something of a digression. Almost every big airline in the world is suffering from a shortage of passengers, but with their existing equipment they dare not reduce fares, which is the only real way to fill the empty seats (other than with expense-account passengers); and it is difficult to see how this situation can be resolved. The reason that it has arisen is that too much reliance has been placed on hypothetical extrapolations of traffic trends, rather than waiting until existing capacity is being utilized to the full before ordering new equipment. It would not seem unreasonable to assume that long-distance traffic is approaching its maximum, and that further growth will be slow. Existing equipment will therefore be adequate for some years, and it is to be hoped (probably in vain) that replace ment aircraft, when they become necessary, will be no faster —if as fast—than existing types, but that the technological advances will be directed towards real (not paper) economy, and comfort. In the short-haul field, however, there is a vast and hitherto almost untapped market awaiting the reduction of fares to surface transport levels or below; but there is as yet only one aircraft in the world of the right calibre to cash in on this. This is the Breguet 941, because it is the only aircraft based on what might be termed the "aerial bus" philosophy, not the "super-luxury Pullman express." The other short-haul aircraft are either miniature mainliners or else more sophisti cated and expensive DC-3s. The latter are steps in the right direction, but not bold enough. The ultimate is surely a network of aerial bus routes, and with an aircraft of the 941's STOL capabilities, operating from any type of surface, even "request stops" are not in conceivable. The miniature mainliners could be regarded as the "Green Line coaches" and the 941 type of aircraft as the "country buses." The former is more expensive but goes further faster, but the latter is cheaper, goes to more places and carries more passengers. The healthy profits of the cross- Channel air services, as opposed to the hefty losses of most other airlines, prove conclusively that there is money to be made on this bus route type of service, despite the fact that the aircraft used are "obsolescent" and therefore be coming progressively more expensive to operate. The only conclusion that can be arrived at from these facts is that unless the industry as a whole ceases to worship at the altar of speed, using cheap tickets as burnt offerings, it is doomed. If, however, it can be converted in the near future from this idolatry to worship the true god of cheap fares and to use extra m.p.h. as sacrificial offerings, then there is a chance that the industry's headlong rush to destruction may be checked, or even arrested altogether. Stevenage, Herts JEREMIAH The Industry and its Outlook SIR,—I read with interest M. Hardy's article entitled "Rationalize and Forget?" in Flight International of January 11. Whilst agreeing in principle with the views he expresses on the subject of British aviation policy, I am of the opinion that the industry itself must accept a propor tion of the blame for the comparatively bleak prospects of the future. A pointer lies at the bottom of column two of "Straight and Level" in the same issue, where it was stated that the average time required, during a year of routine commercial dealings, for a "certain English aeronautical company" to reply to a Continental company's correspondence was six weeks and three days. If such a state indeed exists as is indicated by this example, it is small wonder that substantial overseas orders are not forthcoming. It would be interesting to know whether the "certain English aeronautical company" concerned is a member of one of the two groups, or is an "independent" company. Might I conclude by heartily congratulating you upon the introduction of Flight International and the improved form it takes? London NW2 v. FLINTHAM Crosby-on-Eden History SIR,—Members of the Solway Group of Aviation Enthusiasts are carrying out a historical survey of Carlisle Airport, Crosby-on-Eden, covering the period of its initial con struction by Messrs Laings, and use by the RAF until 1946. If any reader has any information relating to this subject, the group would appreciate if he or she would communicate with the undersigned. Needless to say, every care will be taken of any photographic or documentary evidence so forwarded, and its return effected at the earliest opportunity. 16 Bracken Ridge, Carlisle s. R. HANCOCK Hon Sec, Solway Group of Aviation Enthusiasts FORTHCOMING EVENTS Feb 5 Institute of Transport (Metropolitan Section): "hover craft," by S. R. Hughes. Feb 7 Women's Engineering Society: "Space Communica tions." Feb 8 London Society of Air-Britain: Films and "Flight Planning—Then and Now," by Capt James T. Percy. Feb 12 Institute of Transport: Brancker Memorial Lecture by Keith Granville. Feb 13 RAeS Astronautics and Guided Flight Section!British Interplanetary Society: Symposium on Economics of Astronautics. Feb 14 Society of Environmental Engineers: "Human Response to Mechanical and Climatic Environmental Stress," by Fit Lt J. C. Guignard. Feb .14 Wiltshire School of Flying: Lecture and Film Show. Feb 15 RAeS (Main Lecture at Birmingham and Wolverhamp ton Branch): "Light Aircraft," by Peter W. Brooks. Feb 15 RAeS :All-day Symposium of Specialist Lectures. Feb 16 Institute of Navigation: Lectures on The Navigation of Light Aircraft. Feb 20 RAeS: "High-Performance Turbine Engines," by R. H. Weir. Feb 20 Photogrammetric Society: Symposium on Camera Calibration. Feb 20 International Airline Navigators Council: 12th Annual Convention, London. Feb 21 Society of Instrument Technology (Bristol Section): Discussion on Instrument Design. Feb 22 Aerodrome Owners' Association: a.g.m. and Annual Dinner. Feb 23 RAeS Man-powered Aircraft Group: Discussion of Man-powered Aircraft Projects. Feb 26-7 RAeSjInstitution of Electrical Engineers: Conference on The Importance of Electricity in the Control of Aircraft. Feb 27 Institute of Transport (West Middlesex Group): "Trans port in China Today," by Lin Chen. Feb 28 RAeS (Main Lecture at Brough Branch): "Design of Structures to Resist Jet Noise Fatigue." by Dr B. L. Clarkson. RAeS Branch Fixtures (to Feb 8): Feb 1, Isle of Wight, "Marine Salvage Operations," by R. C. Boyle. Feb 5, Boscombe Down, "The D.H.121 Trident" by J. W. Wilson; Derby, "Mechanical Reliability of Aero-Engine Electrical Accessories," by A. G. Neaverson; Henlow, "The Aerodynamics of Engine Installations," by J. Seddon. Feb. 7, Bristol, "Development of Polaris," by a Lockheed executive; Swindon, a.g.m. and Lecture.
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