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Aviation History
1964
1964 - 0740.PDF
FUGHT International, 19 March 1964 dissuaded people from flying. Many aerodromes were "P.P.O." (Prior Permission Only)—a restriction which stultified much of the value of an airfield. Attempts were often made to justify such actions on the grounds of safety. A high standard of safety was achieved in the UK, but it was achieved by restricting the use of the air, instead of by encouraging safe flying. Light aircraft, it was emphasized, did not need vast areas of runways and complex radio installations, crash tenders, fire fighting equipment and the like. Simple landing strips should be provided. These would need a minimum of equipment such as tie-downs, a fuel pump, a telephone and, possibly, a simple radio. In the field of radio and air traffic control Britain lagged far behind international practice towards general aviation. We possessed an elaborate and sophisticated system available for commercial transport, which was operated with unequalled efficiency and courtesy. But the equipment necessary to make use of it could cost more than a light aeroplane itself. Throughout Europe and the United States a private pilot could fly anywhere he wished with a simple cheap radio set operating on five or six frequencies only. Royal Aero Club offi- cials: Group Captain Norman Ryder, sec- retary-general (right), and Mr Simon Ames, aviation secretary The British light-aircraft movement, it was evident, was now too small to support a thriving home industry, whereas that of the USA had grown to gigantic proportions. It would be difficult to catch up, in spite of the efforts being made to establish a new British manufacturing industry for light aircraft. These efforts were being gravely handicapped because of the lack of encouragement for flying within the United Kingdom. In the interests of encouraging a healthy home market, import duties on radio equipment and on light aircraft up to 6,0001b gross weight should be reduced or abolished. On the question of licensing, an unnecessarily complex technical examination was required in the UK for a radio licence. In the United States, by contrast, a pilot who wished to obtain a radio licence had only to apply to a local office where he was given ten simple questions. If he achieved seven or more correct answers the licence was issued free of charge and was valid for several years. If Britain was to re-establish her place in general aviation, the sub-committee urged, (a) capital expenditure necessary to produce an adequate network of simple aerodromes and airstrips should be authorized; (b) a policy of common secondary radio frequencies should be agreed, and they should be installed at all public airfields; (c) some reduction or abolition of import duties on aircraft and radio should be made in order to encourage the growth of British general aviation and to build up a field for home manufacturers. Mr David Armstrong, -until recently chairman of the Popular Flying Association 429 The group did not consider that a Government subsidy was necessary. It believed that the expansion of flying would bring in additional excise duties to the Treasury and would justify an extension of the present partial rebate on petrol tax. If such a policy were pursued, the sub-committee concluded, a flourishing general-aviation movement could be achieved in the United Kingdom within five years. With it would come about a great upsurge in club, private and sporting flying. It would bring in its train a flourishing industry with beneficial results to technical employment and in the export field. That was the situation as seen one year ago by the Royal Aero Club sub-committee. Since then, many changes for the better have been made. In particular, the Ministry of Aviation is now being actively helpful towards the provision of airfields. Investigation has shown, surprisingly, that many of the airfields needed already are in existence, but are rendered largely useless to private flying by restrictions. All parties involved are now trying to reduce these restrictions. During the past 12 months, also, great progress has been made towards the provision of common radio frequencies covering a majority of UK airfields. The question of import duties on light aircraft and radio equipment, also, is being actively pursued, and much is being done to simplify the requirements for obtaining a radio licence. The core of the problem, it has become obvious, lies in the absence of a single central responsible body to represent the club, private and sporting flying movement. Since no such body has been in existence, the Ministry has been hampered in its negotiations and unable to delegate more than a minimum of authority. Speaking at the recent annual dinner of the Association of British Aero Clubs, the Parliamentary Secretary to the Ministry of Aviation, Mr Neil Marten, expressed his Ministry's viewpoint in unambiguous terms. He said; "The Ministry of Aviation would like to place more responsibilities on the private flying movement itself. But before the Ministry can go further in this direction there must be a strong and responsible organization, able and willing to act for the movement, and to answer for it; best of all, one united body. Until this has been built up by the private flyers themselves, there is a limit to the amount we can delegate. The next step is up to the private flyers." Mr R. A, Smith, chairman of the Assoc- iation of British Aero Clubs The message is clear enough. Mr Marten's words reflect the change in attitude at the Ministry which has occurred within the past 12 months—a rebirth of confidence in the future of the move- ment, and an increased helpfulness towards it. In the words of the Royal Aero Club's sub-committee chairman, "It is perfectly clear that, providing we play our part, British private and sporting flying is about to achieve take-off speed at last." "All parties concerned are now convinced that, as soon as possible, some central body must be formed on the general lines proposed," Mr Wills adds, "even if, in the early stages, it may for practical reasons take the form of a general council representing the various existing bodies." This view is shared by Gp Capt Norman Ryder, secretary-general of the Royal Aero Club, and by Viscount Runciman, President of the Association of British Aero Clubs. Most of the six organizations have already expressed their willingness to move their headquarters together under one roof as a first step towards possible integration. The formation of a unified General and Sporting Aviation Council is now a firm proposal. Provided the movement now moves ahead rapidly and with enlightened policies, this first step could well herald a revolution in private flying in Britain.
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