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Aviation History
1964
1964 - 1127.PDF
630 FUGHT International, 23 April I9(,4 WORLD NEWS Plans for Farnborough At least ten new aircraft will be making their Farnborough Show debuts this year, the higher-than-normal figure being the result of the omission of an SBAC display in 1963. The types are the BAC One-Eleven, VC10, TSR.2 and the T.221 ogival-wing supersonic research aircraft; the Hawker Siddeley Buccaneer S.2, Argosy Series 200 and 748MF Andover; the Beagle 206 production model; and the Short Belfast and Skyvan, Work has already begun on the erection of the exhibition marquee; though it will be the same size—134,000 sq ft—as in 1962, a further ten stands will be squeezed into it, for the fullest-ever ground exhibition. Those for whom Farnborough is synony- mous with traffic frustration may be glad to know that discussions are being held between the SBAC and the Police to work out new traffic routings. Press and Technician's day will be September 7; guests' days September 8-10; and September 11-13 public days. Visitors from Russia The team of USSR aviation men visiting Britain at the invitation of the Minister of Aviation arrived here last Sunday. The delegation, led by Mr P. V. Dementyev, Minister in charge of Aviation Technology, is a very high-powered one, including in its numbers the famous aircraft designers S. V. llyushin, A. I. Mikoyan and A. N. Tupolev. A. G. Ivchenko, the engine designer respons- ible for the turboprops in the 11-18, is also in the party, together with Marshal A. N. Ponomarev, Deputy C-in-C of the Soviet Air Force, and Mr Sergei Khrushchev (the 29 years-old son of the Mr Khrushchev), who is described as the deputy head of a design bureau and is believed to be an electronics specialist. Other members of the party are V. V. Illuvinov, head of a department of the USSR State Committee for Aviation Technology; V. Y. Litvinov, head of a laboratory of the Aero-Engine Institute; N. I. Maksimov, director of an aircraft plant; P. A. Soloviev, S. K. Tuman- ski and V. N. Chelomey, all chief designers, and V. M. Shurgin, deputy head of the Central Aerodynamic Institute, Moscow. Defence Contract Costs During an exchange in the House of Commons on April 15 the suggestion was made that the British taxpayer loses both ways in the costing of defence projects. Mr Julian Amery, Minister of Aviation, con- firmed that the development contracts for Bloodhound, Firestreak, Seaslug and Thunderbird had all been on a cost-plus basis (and had many times exceeded their original estimates) whereas production contracts for these weapons had been let at fixed prices (enabling a manufacturer to stand a chance of making a large profit). Sir Arthur Vere Harvey reminded the House that manufacturers often lost on fixed-price contracts; he went on to urge the Minister to "get closer to industry by attaching an accountant to each firm as liaison," and Mr Amery said he accepted the spirit of this suggestion. Labour speakers pointed out that in the rationalized industry there was very often only one bid for a contract, so that the idea of competi- tive tendering was becoming lost. At least the Minister assured the House that price- fixing arrangements in his department are currently being reviewed. The matter was raised by the fact that the Public Accounts Committee, enquiring into the Auditor-General's finding (reported in this journal on February 27) that profits were excessive, found that the figures for labour costs agreed between the MoA and Ferranti Ltd for the latter's contribution (guidance, and essentially associate prime contractor) to the Bloodhound 1 programme was £1,170,000, whereas Ferranti actually managed to hold this cost to £574,000. Overheads at Ferranti are reckoned at more than five times the labour cost; the agreed figure was £6,633,000 (5.68 times), whereas the actual overhead was £3,077,000 (5.45 times the achieved figure). Materials, subcontracts and tooling remained un- changed at £3,197,000. The MoA had agreed a profit of 7 per cent (£770,000 in a total bill of £11,770,000). In fact, sub- tracting the actual costs from £11,770,000 left £4,922,000, a profit of 72 per cent. After allowing for a loss on materials, the overall profit was assessed at 63 per cent. It is worth noting that the Public Accounts Committee had access to no more infor- mation than had always been available to the MoA. Moreover, prices on the Blood- hound 1 production contract were agreed in October 1960, after the bulk of deliveries had been completed. As we go to press it seems likely that the MoA will agree a profit of perhaps 15 per cent, and that Ferranti will be required either to make a repayment or, in their own words, "in agreeing prices for Bloodhound 2 to take into account the company's tech- nical success on Bloodhound 1, so that the cost of the entire project can be settled on a fair basis." This appears to have been the first occasion that a British defence contract has been subject to re-negotiation in the American style. Caribou Turboprop Development Flies The twin-turboprop version of the DHC Caribou, originally known as the Caribou 2, but now renamed the DHC. 5 Buffalo, made its first flight at Downsview, Ont, on April 9. First of four prototypes being built under a Canadian-US cost-sharing agreement, the aircraft is destined for delivery early next year as the CV-7A, to the US Army, which will evaluate it in the STOL tactical trans- port role, at present fulfilled by many piston-engined CV-2A Caribous. The Buffalo has a normal cruising range of 1,300 miles, a ferry range exceeding 3,000 miles and will carry five tons of cargo, 35 paratroops or 41 fully equipped troops. A projected commercial version will seat 44 passengers. Over 800 Viggens On April 7 the Swedish Government presented to the Riksdag its proposal for Swedish Air Force equipment for fiscal year 1964-65. This budget proposal includes appropriations of 945.5m crowns (£65.5m) plus authorization to place new orders for Skrl,140m (£79m). Major item is the Saab 37 Viggen multi- purpose STOL-type combat aircraft, which is intended to replace initially the Saab 32 Lansen all-weather attack aircraft in 1969-70. Later the Viggen will also be produced in reconnaissance and fighter versions, to replace all current combat aircraft in the Swedish Air Force, including the Saab 35 Draken. This will be possible Thor's Roar A Swedish-built P&W JT8D with SFA afterburner and reverser will power the Saab 37 Viggen, which is to go into production (see news item). This latest model shows some design changes by developing the Viggen as a standard flying platform with characteristics and performances suited for all three combat roles and with a digital computing centre capable of easy re-programming for the various tactical requirements. It was described in this journal on December 27, 1962. Development will cost Skrl,600m for all three versions. The Swedish Air Force will require slightly more than 800 Vigg;n aircraft, and including development tae total programme is estimated to cat Skr8,20Om. Total development cost of tie Viggen will only slightly exceed the com- bined development cost of the Draken a;,. Lansen, and it will mean a substann-'i saving in maintenance, training, and ba-.-v equipment cost. The Swedish Governmc.t
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