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Aviation History
1962
1962 - 0358.PDF
360 FLIGHT International, 8 March 196? de Havilland Comet 4C Aviation Traders Carvair down by the time this information is applicable to civil aircraft. Nor do they think that Britain's decline as a world power has any effect on her aircraft sales. Aircraft are not bought on such lofty principles; they are bought for reasons of pure technical merit. In a survey which contains the views of a score of different air lines, there are bound to be conflicting views and independent opinions. Some of these should be mentioned. A vice-president of a big United States airline says that "the overall outside appearance of the British airplane has had some effect on its sales appeal." The operations manager of a Mexican airline has a "personal belief that no more British aircraft are sold because of a fear of stoppage of spare parts in time of war." This second suggestion, while quite reasonable, is unpleasant to face. One solution—to be explored later—is to have an agreement between a British and United States manufacturer similar to that concluded between Douglas and Sud-Aviation whereby the American company would accept responsibility for after-sales support. The survey also tried to find out whether passengers have any thoughts (for instance, on safety) that affect their attitude towards flying in British equipment. Disregarding such items as seat comfort (which vary between operators) passengers appear to be quite indifferent. Douglas are said to have drawing power in Mexico, suggesting that passengers do care just a little, but certainly there are no reasons connected with passenger preference or prejudice to influence the sale of British equipment. THE UTMOST SALE Whether as a result of these mergers or not, the Americans have considerable faith in the technical ability of British manufacturers —which, they say, is broadly comparable to that of their own. But the outlook for the future is not quite so promising, because, while no airlines think that Britain leads in the development of the supersonic airliner, many believe the Americans do. The B-58 and B-70 programmes have given them a flying start in both design and production. If Britain had this experience, we would now be very confident indeed of our chances in the SST race. We would then be more ready to support Sir George Edwards in his assertion that, while the British just about know how to build a Mach 2 SST, the Americans could probably learn. At the moment, the Americans seem to think it is the other way around. Until recently, Britain has had no experience with space hardware. This is not thought to be a detriment to her civil aircraft programmes in the foreseeable future. The American airlines think that progress in such fields as electronics, air-conditioning and controls is avail able without pursuing a space programme: the knowledge will filter Bristol Siddeley Viper 20 Rolls-Royce Spey Airline prejudice is another matter altogether. British operators do their utmost to buy a home-grown product if there is one available. Do United States airlines do the same ? Quite naturally, their answers to this question may not be quite impartial, but those from airlines in other parts of the Americas can be relied upon. Only a few thought that Americans were reluctant to buy aircraft of foreign make due to prejudice alone. And only one airline thought that a British aircraft—the Viscount—had for this reason lost a sale to an inferior American product. There are other reasons why United States airlines prefer to buy American. By doing so they pay no interest on aircraft or spares and get their spares more quickly at lower transport charges. In addition, they have the manufacturer closer at hand to help with service problems. It is, in fact, doubtful whether the United States airline men are at all prejudiced when choosing equipment; and, if they are, this prejudice is less marked that it is in Britain. The writer is inclined to believe every word said by the director of a big United States airline about buying new equipment:— "We continually study all proposals regardless of the country of origin. Depending upon our forecast needs, we would then negotiate with those manufacturers that in our opinion can produce the required types and numbers that will operationally, technically and economically satisfy our needs. In effect, it is our policy to procure only such equipment which through competitive evaluation we find technically superior, compatible with our requirements." In other, and shorter, words—he chooses the best without pre judice. To be concluded
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