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Aviation History
1963
1963 - 0375.PDF
FLIGHT International, 14 March 1963 357 SUD AND THE VC10 THE first of a series of shipments of French-made components for the Vickers VC10 was despatched to Vickers by Sud-Aviation earlier this month and has now arrived at Weybridge. Mostly tailplane assemblies, these parts were the subject of some sharp questions in the House of Commons on March 4. Sir Arthur Vere Harvey asked the Minister to explain how this sub-contracting of work to France squared with his statement last summer that orders for VC10 sub-contract work would be placed with Short Brothers & Harland. "Is it not right," Sir Arthur asked, "to give business at home to firms which really need it rather than place it abroad ?" Mr Amery replied that sub-contracting to Sud-Aviation was decided in 1961 and was "a preparatory essay in the kind of co operation which has made possible the deal on the Concorde." It was in preparation for that, and it was quite distinct from the sub-contracting on the RAF VClOs. There was "no doubt whatever" that these RAF VC10 sub-contracts were going to be placed with Shorts. In view of the importance of verifying the ability of the British and French industries to work together it was thought right at the time not to object to the Vickers transaction with Sud for VC10 sub-contract work. This was a commercial matter for which his approval was not needed; his department had been informed at the time, had made no objection, and "I stand by that decision." 41 ONE-ELEVENS WHETHER or not Douglas go ahead with the 2086, the future for the BAC One-Eleven continues to look bright. A Braniff Inter national Airways' repeat order for six One-Elevens for delivery in 1965, bringing their total order to 12, was announced on March 6; and whether American Airlines choose BAC or Douglas in the next week or so (it now seems certain that Douglas would go ahead on the strength of an order from American) BAC now stand fair to win more orders from US domestic trunk carriers. The One- Eleven's 12-18 months' time advantage will count as an important factor in the short-haul jet buying spree that seems just round the corner. After the disappointment over the CAB's refusal to grant Bonanza a Federal government loan to purchase three One-Elevens, much speculation arose on the order for four by another local service carrier, Mohawk Airlines. Although in 1961 Mohawk's local service operation relied on a $4.35m subsidy to show |0.8m profit, this airline's purchase of One-Elevens—which the CAB has criti cized as unwise—is being financed privately. Unlike Bonanza, whose purchase of eight Fairchild F-27s is already underwritten by the US Government to the tune of $5.4m, Mohawk have not needed a guarantee for any equipment purchases to date. They therefore do not have to have their equipment policy vetted by the CAB in this respect, though naturally the Board can be persuasive in the matter of Federal subsidy. Mr Najeeb Halaby, the US Federal Aviation Administrator, on his return from a visit to Europe, praised the One-Eleven by saying that US manufacturers should be building a similar type, and that it was one of the most impressive things he had seen during his visit. Total orders for the One-Eleven now stand at 41 and the current order book is as follows: British United Airways, ten; Braniff, 12; unidentified overseas operator, ten; Mohawk, four; Kuwait Airways, three; Central African Airways, two. Even before the first flight of the One-Eleven two operators—Braniff and the un named operator—have placed repeat orders, an almost unpre cedented event. The first One-Eleven is now in the final stages of assembly at BAC's Hum works and is due to fly early in the summer. TROOPING FOR THE CORPORATIONS? ASKED again to make a statement about the possibility that the Minister of Aviation may allocate trooping contracts to BO AC and BEA, Mr Julian Amery told the House of Commons last week that he is not yet in a position to make a statement. Before making any decision, he said, "we have to be clear how far the independents not only have the rights [to operate new scheduled services] but are able, in practice, to exercise them." MANCHESTER'S T WO-I NTO-ON E BY closing-down a zone/airways radar in north Cheshire and giving its job to the airfield surveillance radar at Manchester Airport, the MoA are proving that two will go into one. This change, announced on Thursday of last week, means that controllers for merly at Antrobus—near Stretton, the disused Naval airfield— will have better working conditions and more powerful radar at their disposal. The main equipment is Marconi S264H, sited on the airfield, backed-up by Cossor ACR Mk 6, which provides medium-range surveillance in addition to approach and landing facilities. Mr W. M. Hargreaves, Controller of the MoA Northern Division, explained the move quite simply when he said at Man chester Airport last week: "We have got better radar here and de cided to use it both for aerodrome control and zone control." Range of the S264H now coming into use for airways surveillance is 80/85 miles at 15,000ft. The superseded equipment at Antrobus is being transferred to the Isle of Man. The change—which takes effect about the end of this month—is part of a general strengthening of radar coverage. Limitations inherent in the Antrobus site were unacceptable; and as construc tion of a new centre at Preston would not be sufficiently completed by 1963 to meet demands, it was decided to re-engineer the radar control unit at Manchester Airport to serve a dual purpose. This has been carried out by the Telecommunications Engineering Establishment in conjunction with HQ and divisional staff of the MoA Air Traffic Control Services. With new radar units planned for sites at St Annes and Clee Hill the Manchester zone will be able to look further westwards and southwards, linking-up through Clee Hill with the London zone. For "Army" read "Among" In the article "The Guild Reports on Pilot Training" (page 325 last week) a reference to the high wastage-rate among pilots who drift into commercial flying should have read: "There has been a very high wastage-rate among pilots trained in this manner." BEA in 1962-63 According to Mr A. H. Milward, BEA's chief executive, the corporation is to offer about 8 per cent more capacity this summer compared with a 14 per cent increase last year and 23 per cent in 1961. The extra capacity will come from increased utilization. BEA's Trident Plans BEA state that the first few Trident ser vices will, it is hoped, be operated from February 1 next year. Possibly some ad hoc services will be operated from Christmas. Delivery date for the first aircraft is quoted as "before the end of the year." Heathrow's Midland Link From April 1 a number of British Rail ways main-line expresses on the London Paddington - Birmingham Snow Hill route will call at High Wycombe for the purpose of connecting with motor coaches to London Heathrow Airport. This scheme is intended to shorten the journey time to and from the airport for passengers originating from West Midland towns. BEA and other principal airlines have joined with British Railways to issue combined rail/road/air tickets. Pakistan International Airlines have announced the appointment of two London-based executives. Mr M. K. Janjua (left) has been appointed regional manager responsible for all PIA stations from Teheran to New York. Mr M. Naseer (right) has been appointed London district manager
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