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Aviation History
1964
1964 - 0704.PDF
Official Organ of the Royal Aero Club First Aeronautical Watkly in the World Founded in 1909 THURSDAY MARCH 19, 1964 Number 2871 Volume 85 Editor-in-Chief MAURICE A. SMITH DFC Editor H. F. KING MBE Technical Editor W. T. OU NSTON Air Transport Editor J. M. RAMSDEN Production Editor ROY CASEY Managing Director H. N. PRIAULX MBE In this issue World News 406 Air Commerce 408 Testing the BAC One-Eleven 413 Private and Executive Flying: Behind the Brochure 418 Light Aircraft 1964 426 New Hope for Private Flying 428 Executive Power 430 The Amateur Construction Scene 432 Light Aircraft Data 434 Flying: Clubs and Groups 438 Straight and Level 440 Letters 441 Industry International 443 Missiles and Spacefilght 447 Service Aviation 450s lliff* Transport Publications Ltd, DorsetHouse, Stamford Street, London, SE1; telephone Waterloo 3333 (Telex 25137).Telegrams Flightpres London Telex. Annual subscriptions: Home £4 16s.Overseas £5 5s. Canada and USA $15.00. Second Class Mall privileges authorizedat New York, NY. Branch Ofltets: Coventry, 8-10 Corpora-tion Street; telephone Coventry 25210. Birmincham, King Edward House, NewStreet, Birmingham 2; telephone Mid- land 7191. Manchwter, 260 Deansgate,Manchester 3; telephone Blackfriars 4412 or Deansgate 3595. Glasgow, 123Hope Street, Glasgow C2; telephone Central 1265-6. Bristol, 11 Marsh Street,Bristol 1; telephone Bristol 21491/2. New York, NY: Thomas Skinner & Co(Publishers) Ltd, 111 Broadway 6; telephone Digby 9-1197.© Iliffe Transport Publications Ltd, 1964. Permission to reproduce illustra-tions and letterpress can be granted only under written agreement. Brief extractsor comments may be made with due acknowledgement. The Lighter SideT HE lighter side of British aviation, as the contents of this issue's special 22-page feature attest, has a healthier look this year. There is evidence that the Ministry of Aviation is being actively helpful towards the general-aviation movement, while the movement itself is putting aside its internal squabbles and is preparing to act as a united force. These two trends are no less real for having been accomplished largely behind the scenes. The Ministry has produced an outline specification for a basic, unlicensed aerodrome suitable for use by private and executive aircraft. It has sent this to some 400 local authorities and chambers of commerce together with a note calling attention to the general need for such airfields, agreeing that the normal MoA aerodrome requirements should be relaxed, and offering further assistance. The Ministry has also been helpful in agreeing to a plan for six common radio frequencies which would cover the majority of airfields in the United Kingdom, and in encouraging the production of aircraft radio equipment at reasonable cost. The Royal Aero Club, the Association of British Aero Clubs, the Popular Flying Association and other representative bodies have mean- while come together to discuss plans for a joint Council to speak for all sectors of the private-flying movement. This, it seems, will soon be formed, and may lead to the creation of a single representative organization. The progress of the Ministry's Standing Joint Committee on Private and Club Flying and Gliding has accelerated under the chairmanship of Mr Neil Marten as Parliamentary Secretary. As a measure of Europe's private-flying market, another little-known development recorded in this issue is that orders have been received for over 1,600 Rolls-Royce Continental engines for light and executive air- craft. But Federation Aeronautique Internationale statistics for 1962 have shown that during that year there were 84,121 private and club aircraft in the USA and 3,340 in France, compared with 860 in the United Kingdom. The numbers of practising pilots were 365,971 in the USA, 12,275 in France and 7,294 in Britain. Although the prospects are good, we have an agonizingly long way to go. ControlO N March 10 a three-month experiment to determine the best ways of controlling traffic along fast motorways was begun on Britain's 86-miles-long M6. The experiment involves the use of a helicopter and may lead to patrolling helicopters being a common sight over British motorways. . The following day the Hawker Siddeley Trident made its first revenue- earning flight, travelling from London to Copenhagen and back. While the aircraft pruned 15 minutes off the normal Comet 4 time for the outward flight, it spent 15 minutes in the stack before being able to land at Heathrow. "There were nine aircraft in front of us," explained Captain A. Werner, BEA Trident training captain, remarking that the advance in capabilities in the air were not being matched by advances in control systems and services on the ground. It is not the first time the comment has been made or heavily underlined —sometimes tragically—by a tangible event. Britain's airways, like her trunk roads, are becoming faster and more congested. Like the motorways, they demand an urgent reappraisal of the methods of control.
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