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Aviation History
1962
1962 - 2080.PDF
FLIGHT International, 13 September 1962 463 Q Straight and Level @ AIRLINE pilots were not consulted about jet noise-abatement techniques before they were required to adopt them. This is said by the Guild of Air Pilots and Air Navigators; and the Guild would not say such a thing if it were not true. These procedures have been in force now for nearly four years, and so far as I am aware this is the first time that a body representative of British pilots has suggested that the techniques may be jeopardizing safety. The Ministry of Aviation, the authority which calls for these noise-abatement techniques, seem rather taken aback at the Guild's remarks. Two questions cross my mind: (1) Was it not up to the Guild, and also the British Air Line Pilots Association, to ensure that there was proper consultation before their members were required to adopt these procedures? And (2) Do BALPA, who at the moment are non-committal, agree with the Guild; and if not, which is the voice of British airline pilot opinion? • Talking of pilots and the two profes sional bodies that represent them—both of which perform admirable service in the cause of air safety—I am reminded of the letter from BALPA in a recent issue of The Sunday Times. On the subject of mass air travel and supersonic airliner economics, it concluded:— "This Association contends that if more pilots were allowed to reach higher managerial posts, as their foreign counterparts are, the airlines of Britain might not lose quite as much money as they do." Is there some conspiracy to exclude air line pilots from senior administrative posts in Britain's airlines? Steady on, chaps: there are scores of pilots in top posts in BOAC, BEA and the independents. They have got to the top because they are the right men for the job. Airline piloting cream comes to the top just as does the cream of any other profession, no less so and no more so. Number 4 in my Smokestack Series—and one which does have a shipping, or at any rate a boating, connotation. Can anyone remember whether Imperial Airways allowed their flying boat skippers to smoke on the fight deck? Mind you, it is only natural that pilots should have the conceit to think that they are the ones who could put the airline world to rights. I think that aviation columnists would do the job pretty well too. • One reason why the Irish and Israeli airlines are getting better transatlantic loads than others on the route is the "ethnic affinity" between Irish-Americans and Jewish Americans and kinfolk in their homelands. There are, of course, quite a lot of Amer icans of Scottish descent, so that a Scottish airline might well reap some ethnic affinity fruits too. There is, in fact, a Scottish airline now sowing the appropriate seeds—Caledonian Airways of Prestwick. This British DC-7C operator has already put in applications for group charter and inclusive-tour rights on the Atlantic. I suggest that, like the Irish and the Israelis, they might well be batting on a promising ethnicky wicket. Highlight of the Farnborough Show was Thinx Electronics Ltd's entirely new black Box Mk 2 left), incorporating all the experience gained with their Bhck Box Mk I, shown here for comparison (right) • Never, say the politicians, use the word never. This actual word was not used by Lord Douglas in his reply to the question "Will BEA join the European common market airline consortium Air Union?" But he said there was "no question what ever" that BEA would join Air Union. Which is, I think, another way of saying never. When Britain is a full member of the European economic community; when Air Union is its airline industry; and when Paris, Nice, Frankfurt, Diisseldorf, Brussels, Amsterdam, etc, etc, are all within one great exclusive cabotage area—when all these things come to pass, as well they might, will BEA still say "never"? • "The airlines may, of course, reflect with St Paul that it is better to marry lhan to burn; and we may have scm: weddings in the next year or so."—Sir William Hildred, director-general of I AT A. • "Prospects for the VC10 and Trident," reads an article by a non-aeronautical journalist in The Observer, "are poor." Vickers have been building aeroplanes, with some success, for half a century, and they have put at least £10m of their own money into the VC10. Likewise de Havil- land have been building aeroplanes for half a century, with some success, and they have put at least £10m of their own money into the Trident. Everything for which these two companies stand for, pretty well, goes with these two aeroplanes. If I were Vickers or DH, I would say: "Ta ever so for a most helpful comment." • "I would rather compete with BOAC than with Cunard Eagle."—Lord Douglas, chairman of BEA. ROGER BACON a
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