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Aviation History
1963
1963 - 1365.PDF
THURSDAY AUGUST 8, 1963 Number 2839 Volume 84 Editor-in-Chief MAURICE A. SMITH DFC Editor H. F. KING MBE Technical Editor W. T. GUN8TON Air Transport Editor J. M. RAMSDEN Production Editor ROY CASEY Managing Director H. N. PRIAULX MB In this issue • World News 188 Air Commerce 191 Straight and Level 198 Can Britain Learn from France? 199 In the Air 201 Bell X-22A 205 Escape System 207 Herald Clientele 208 The Navy and the Sandpiper 210 Sport and Business 212 Letters 214 Missiles and Spaceflight 215 Service Aviation 220 Industry International 222a I litre Transport Publications Ltd, Dorset House, Stamford Street, London, SE1; telephone Waterloo 8333 (Telex 25137). Telegrams Flightpres London Telex. Annual subscriptions: Home £4 15s. Overseas £5 5s. Canada and USA (15.00. Second Class Mall privileges authorized at Kew York, NY. Branch Offices: Coventry, 8-10 Corpora tion Street; telephone Coventry 25210. Birmingham. King Edward House, New Street, Birmingham 2; telephone Mid land 7191. Manchester, 260 Deansgate, Manchester S ; telephone Blackfriars 4412 or Deansgate 3595. Glasgow, 62 Bucha nan Street, Glasgow CI; telephone Central 1285-6. New York, NY: Thomas Skinner * Co (Publishers) Ltd, 111 Broadway 6; telephone Digby 9-1197. © Hlffe Transport Publications Ltd, 1963. Permission to reproduce illustra tions and letterpress can be granted only under written agreement. Brief extracts •T comments may be made with due acknowledgement. Official Organ of the Royal Aero Club First Aeronautical Weekly in the World Founded in 1909 Overland Overpressure AMONG the newest accessions to the vocabulary of air transport is the term "overpressure." This is the phenomenon which causes the sonic boom; and it is the sonic boom which has been causing designers and operators bigger headaches than those now likely to be inflicted on the public by the SST. In respect of the Concorde the BAC/Sud designers have expressed the opinion that, by not flying at supersonic speeds below certain altitudes, disturbances from the boom can be reduced to an acceptable level. The Concorde will climb subsonically to about 40,000ft, accelerating there after to its cruising Mach number and its design cruise altitude of between 53,000 and 63,000ft. It is considered that overpressure produced at these heights will be "substantially attenuated" by the time it reaches the ground. In the USA, practical as well as theoretical investigations have been described in a paper The Sonic Boom and Community Relations by Messrs Power and Bates of the Federal Aviation Agency. They conclude that the general theory for prediction of sonic boom overpressures is good; that no ground structural damage will result from the range of overpressures expected for the SST; that no damage to light aircraft will result from overpressures to approximately 201b/sq ft; and that no damage to human beings can be expected. Work is continuing in the USA to ensure that the remaining problem—annoyance—can be held to minimal levels without unacceptable penalties to the SST. Thus the way now appears open for supersonic transport operations not only across the oceans but over the great land masses also. It is this new assurance, no doubt, which has emboldened Mr Robert Six, presi dent of Continental Air Lines, of Denver, to order three Concordes. This order brings air transport to a new phase of evolution. United Kingdom FAA? HAVING proposed to swallow the three Service Ministries, the gargantuan new Ministry of Defence envisaged in the recent White Paper has decided to leave the Ministry of Aviation alone as being too big an additional mouthful; but it has thrown out tentacles—"measures to strengthen the links between the Ministries of Aviation and Defence," as the paper puts it. What will this change of emphasis, with the MoA closely geared-in to the MoD, mean for the aviation world? Quite simply, that the anomaly of civil flying being tied to the chariot wheels of the de fence machine will be present in an intensified form. The emphasis now will lie even more heavily on the military activities of the MoA. As before, one and the same ministry will deal with John Bull's application for a PPL and orders for new aircraft or missiles. With the Service Ministries destined for absorption from next April, the present, surely, is the time for reconsideration of the very wide area of activities undertaken by the MoA. If we are re-planning our ministerial set-up to improve the central control of defence policy, the Ministry of Aviation could well have its functions divided. One section could deal with military procurement, the other with civil aviation. This would mean that in a Ministry of Civil Aviation (to revive an old name), problems being dealt with would all be within the same field. In this way, it would resemble the United States' Federal Aviation Agency. The Minister of Defence aims at co-ordination in defence policy. A new MCA would give co-ordination of civil aviation policy.
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