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Aviation History
1963
1963 - 1608.PDF
420 FLIGHT Internatm 5 September 1% AIR COMMERCE Left, the Concorde's visor seen in tl open (top) and partially open stages i the mock-up at Filton. The vise; closed for cruising flight as depicted t the previous page. Below, a section i the mock-up which has been furnish to give customers an indication of tl four-abreast layout SUPERSONIC SANITY—1 OF course the supersonic airliner will come, but it must not be at the expense of developments in the fields of minimum operating cost and maximum safety. The apostle of this proposition, which tends to go by default as more and more funds and technical effort are allocated to supersonics, is Mr Bo Lundberg, director general of the Aeronautical Research Institute of Sweden. This eminent Swedish engineer presented a massively documented lecture on this theme to the Third International Congress of the Aeronautical Sciences held in Stockholm from August 27-31. Entitled "Speed and Safety in Civil Aviation," it was delivered as the third Daniel and Florence Guggenheim Memorial Lecture. It is issued in printed form as three reports by Mr Lundberg's Institute, whose address is Flygtekniska Forsoksanstalten, The Aeronautical Research Institute of Sweden, Stockholm-Bromma 11, Sweden.* The development of aviation, says Mr Lundberg, has come to the point where it can proceed in two directions: (1) concentration of efforts towards improving safety, reduction of fares and noise, the development of V/STOL aircraft, and improvement in reliability and comfort; (2) detraction from such efforts by launching super sonic aviation before its basic problems of economy, sonic boom, cosmic radiation and safety are solved. "Aviation should take the lead," says Mr Lundberg, "in proving that spectacular technological advance could and should be balanced against the harms and hazards they might inflict." *FFA Reports Nos 94-96, Parti, Speed; Part 2, Safety; Part 3, Speed v. Safety. SUPERSONIC SANITY—2 "ECONOMIC suicide" and "social lunacy" are the words used by Mr J. F. Dempsey, general manager of Aer Lingus and president of IATA, to describe the consequences of the "premature" intro duction of supersonic aircraft. A leading article in this issue comments on his address at a Glasgow Rotary Club luncheon on August 27. Mr Dempsey said that the airline industry was still operating in an environment which required development and improvement. Ground aids, air traffic control procedures and equipment and the entire infra-structure of air transport required still . reUability and development. Aircraft and facilities, which go to m ^ air transport possible, must be conceived and developed as integrated system. "It is sheer nonsense," said Mr Dempsey. regard the vehicle as something which can be treated indepew dentl! of the other elements of the system, and these other ekraen.lt), far from being out of the development stage. Unless and w ^ operational environment is developed so as to match up ^ special problems of supersonic travel, premature advstn0Le[S supersonic flight will not be in the interests of manuiac airlines or the public." - • t tin* A universal need was that airlines should have suffice" *n, to write-off the costs of acquiring and developing jet airsr ^ before the introduction of major technical developments•> **T the supersonic air transport. The predominant need of an tran rn was the establishment of an even better safety record at a c ^ would still leave air travel accessible to a growing nuro people.
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