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Aviation History
1967
1967 - 0086.PDF
86 FLIGHT International, 19 January Letters Duty-free Freighters SIR,—With reference to the letter (January 5) from Mr Nigel Thompson of British Eagle, I believe the essence of my previous letter is confirmed in the leading article in the same issue, by quotations from the Board of Trade, Mr Mulley and BOAC. The regulation governing the payment or non-pay- ment of duty on imported aircraft may or may not be a good one—but with us it is. Mr Thompson mentions that one is left wondering why BOAC is reputed to have spent an extra $2,000,000 on non-cargo fittings in its two 707 freighters, which would only be used in an all-cargo configuration. For the answer, all that he has to do is to turn to page 5 of (again) the same issue and read, in particular, the last two paragraphs of BOAC's statement. Is the crew of a 707 freighter to be denied a galley and a toilet? I agree that these items are non-cargo fittings, but are they not essential? The knowledge that 707 convertibles have such equip- ment must surely be known to most purchasers. With respect, I would point out that in the Flight (November 24) order list BEA and the main trunk operator of Air Holdings Ltd are listed as operators of an all-British fleet. A subsidiary of Air Holdings Ltd, based in the Channel Islands, also has an all-British fleet. Which Government introduced the "no duty on im- ported freighter aircraft" regulation? It would be in- teresting to read a statement by the Conservative shadow Minister of the BoT as to the party's 1967 views on whether they intend to repeal this particular regulation in its entirety, or make all imported aircraft, passenger and freighter, pay duty. Chester IAN S. GRIFFIN Streamlining Airport Aids SIR,—In welcoming the two articles by Captain C. C. Jackson ["A Long Shot at Air Safety," Parts I and 2, December 15 and 29], wherein he pinpoints the short- comings of present-day airports and the administrative machinery whereby ICAO Standards and Recommended Practices are not implemented, may I draw his attention to one organisation which fulfils the role of his "Inter- national Aerodrome Consultancy Inc"—namely, Inter- national Aeradio Ltd? "I.A.L.," as it is known throughout the world, is owned by 30 of the major world airlines and operates at 108 locations in 52 countries. The consultancy service offered by the company covers all the aspects mentioned by Captain Jackson and is completely independent. It has the added advantage that experience of airport operations throughout the world introduces a practical aspect into its consultancy work. Captain Jackson appears to suggest that the services of his proposed "International Aerodrome Consultancy Inc" be given free to prospective clients. It is difficult to imagine that the bodies he proposes should get to- gether are likely to give up their independence and provide their technical knowledge to a common pool for no financial return. Deficiencies there are in many parts of the world, but LETTERS for these columns should be addressed to the Editor, "Flight," Dorset House. Stamford Street, London SE1, and must bear the sender's name and address, though the address will not be printed in full unless the writer specially requests it. Use of a nom de plume is acceptable only in exceptional circumstances. Brief letters will stand a better chance of publication. I am sure that a more rapid and more economical approach is by pressure from the airlines through I AT A on the governments concerned. Recent activity by an IATA committee on these lines is already bearing fruit. Captain Jackson himself appears doubtful of the value of setting up yet another "international" organisation! Southall, o. R. SCOTT-FARNIE, Middx Deputy Chairman and Managing Director, International Aeradio Ltd SIR,—May I be permitted to register belated support for Captain C. C. Jackson's eminently progressive sugges- tions? The increasing proliferation of new consultants of dubious qualifications who do no more than rephrase the ICAO manual as an alleged study is only part of the problem. ICAO itself, by its adoption of the policy of geographical representation, is sowing the seed of its own denigration. Secretariat personnel (particularly when allegedly offering technical assistance) whose major a priori qualification is the political neutrality of their parent country are the most common single reason for advice being sought from these "consultants." London Wl GILLIAN MACKAY, Executive Secretary, Guild of Air Pilots and Air Navigators Pilot Error? SIR,—I have watched with interest the articles and letters concerning the Vanguard accident inquiry and I am once again, in company with Air Cdre Warcup (Letters. January 5), appalled at the freedom of use of the term "pilot error." Surely in the case of the Vanguard accident, where so much reliance had to be placed on instruments which were giving a false reading, the term "pilot error" simply cannot be used. The only correct term here is "airline error" or "designer's error," since one or the other or both were demanding too much from the pilots. St Peter Port, Guernsey F. M. KAY "Bruin" Purvis SIR,—I was gravely distressed to read, in your January 5 issue, of the death of Gp Capt H. A. Purvis. Air Marshal Sir Humphrey Edwardes Jones gave an excellent descrip- tion of his extremely versatile flying career, but did not mention that his final flying days were spent in instructing on Jackaroos at Thruxton. Indeed, he was my own instructor; he was both a brilliant pilot and a patient instructor, and his quiet confidence and unselfish nature always made me feel completely at home with him, whether in the air or on the ground. Despite his worldwide travels and hazardous flying experiences, he remained the most modest of men, known to everyone simply as "Mr Purvis," or "Bruin" to those constantly around him. He will be sadly missed by all who knew him. London SW1 QUENTIN VAN MARLE For "Scipio" read "Kent" SIR,—I was very interested in "Wings and Water No 6" (Straight and Level, Flight, January 5). The photograph brings back quite a lot of memories, as I was flying in these Short boats during 1932-33. However, the description is, I am afraid, incorrect. The flying-boat concerned was a Short Kent, three of which were operated by Imperial Airways, namely. G-ABFA Scipio, G-ABFB Sylvanus and G-ABFC Satyrus. These boats were all used on the Brindisi- Athens - Tiberias route and, as radio operator, I flew a considerable number of hours in them. I still have my log-book spanning the period Apr'' 1931-October 1933, during which time I was flying with Imperial Airways on a variety of aircraft in the Near East. Liverpool 25 L. A. HANCOX
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