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Aviation History
1962
1962 - 1214.PDF
FLIGHT International, 19 July 1962 Air-Cushion Vehicles SUPPLY \ T This illustration has been pre pared by a staff artist to indicate features required by the "Fro- visional British Civil ACV Opera tional Rules" to distinguish any ACV operating base. Identifica tion of the base is ensured by a 39ft post carrying a pair of 3ft yellow cones, the upper one in verted, and three amber lights at 4ft 6in spacing (as depicted in the inset at upper left), together with a black C on a 6ft yellow square to indicate the control or reporting office. Slipway leading informa tion takes the form of a pair of posts bearing 3ft white diamonds, plus red, amber and green sector control lights. Broken and con tinuous white lines are used to define the boundaries of manoeuv ring and parking areas ACV GOVERNMENT Rules and regulations for a new industry CLEARLY, NO MAJOR NATION would ever allow any team of engineers—however much faith one might have in their professional ability—to design and build any sort of vehicle and then put it into fare-paying passenger service without some sort of supervision. There are many factors which have first to be considered, some of the more important being: the skill and integrity of those responsible for the design and manufacture; the qualifications and experience of the operating and maintenance crew; compliance with basic rules for navigating vehicles of all kinds without endangering one's self or others; insurance, and especially third-party cover; and the need to register such vehicles, and perhaps collect a bit of revenue from them. What has bedevilled the formulation of legislation for the air-cushion vehicle is that such vehicles have always been nobody's baby; and this is a natural outcome of their unparalleled versatility. In recent months the Air Registration Board, Ministry of Aviation, Ministry of Transport, Board of Trade, countless docks and harbour boards and local authorities, insurance companies and even the technical and trade section of the Press have at times been completely undecided who ought to clasp the things to their bosoms and who ought to give them a wide berth. Genesis of the ACV—outside Russia, at least—was the basic work done by Mr Christopher Cockerell, which he described in Flight for September 11, 1959. Seeking support for his work, he approached the National Research Development Corporation, a govern ment agency charged with evaluating promising British technological ideas and assisting the development of those which appear to offer the best return. What is traditionally termed "the City" can do the same, but the NRDC is uniquely able to weigh up advances on the very fringes of modern science and engineering, and also to foster and organize their further develop ment. Mr Cockerell's idea appeared so promising that the NRDC set up an ad hoc company to promote it and turn it into hardware. Since he termed his concept a "hovercraft," the company was registered as Hovercraft Develop ment Ltd. In turn HDL, while guarding the patented Cockerell ideas, licensed certain firms to design and manufacture actual vehicles under the registered name of Hovercraft. These firms are; Britten-Norman Ltd, Bembridge Airport, Isle of Wight (the latest members, who have formed an ACV subsidiary trading as Cushion craft Ltd); William Denny & Brothers Ltd, Dumbarton, Scotland; Vickers- Armstrongs (Engineers) Ltd, South Marston, Swindon, Wilts; and West- land Aircraft (Saunders-Roe Division), East Cowes, Isle of Wight. At one time Folland Aircraft, a Hawker Siddeley Aviation firm, were members, but their work in this field has now ceased. To a very large degree, each of these firms can do what it likes, without having to ask the permission of HDL or anybody else; but it is fairly evident that it is to the overall advantage of all concerned if they compare notes with each other and also hold regular formal meetings. This is in no sense an attempt to stultify competition, but a sincere belief that, in a largely new field of transport, it is desirable for all concerned to collaborate as closely as possible without losing their own freedom of independent action. O, Accordingly, the overall question of where the technology of ACVs is leading the members of HDL is Constantly being examined by: The Hovercraft Policy Committee: Mr C. S. Cockerell, Mr D. Hennessey. Cdr L. A. Sweny and Mr H. K. Turner, of Hovercraft Development Ltd; Mr N. D. Norman and Mr F. R. J. Britten, of Britten-Norman (Cushioncraft); Mr W. D. K. Marshall and Mr C. F. Morris, of William Denny & Brothers: Mr S. P. Woodley and Mr S. R. Hughes, of Vickers-Armstrongs (En gineers); and Mr W. Oppenheimer and Mr M. H. C. Gordon, of Westland Aircraft. Chairman of this committee is Mr Hennessey, and the secretary is Mr Turner. This committee links HDL and the industry in an effective manner, and it concerns itself with matters of broad overall policy. Getting down to a more nuts-and-bolts level, there has been found a need for a committee consisting basically of chief designers, and this is: The Technical Steering Committee: Mr W. A. Pennington and Mr J. E. Rapson, of HDL; Mr F. R. J. Britten, of Cushioncraft; Mr C. F. Morris, 20
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