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Aviation History
1969
1969 - 0693.PDF
XAfAIR 619 FLIGHT International II April 1949 * Satair, of Martinique in the French West Indies, hare taken delivery of the first of two B-N Islanders for taxi services from Fort de France. Over 250 Islanders have been sold to operators in 40 countries AIR TRANSPORT.. LIGHT COMMERCIAL & BUSINESS British Helicopter Advisory Board Recognising that the immense potential for private and commercial helicopters in Britain may never be realised to the full without a concerted effort to establish the necessary facilities and sensible rules, the leading companies and individuals concerned have joined forces in an organisation called the British Helicopter Advisory Board. The mere list of founder members is in itself an almost com plete directory of the practical helicopter people in Britain. The principal aims of the BHAB are as follows: 1. To negotiate with government authorities for the creation of new legislation which will be farsighted enough in concept to encourage the full potential of helicopters to be developed. 2. To campaign for heliports and landing areas in cities throughout the United Kingdom, starting with the Greater London area. 3. To improve "helicopter services to the public and industry at large. 4. To create greater public understanding and Government awareness of the unique capabilities of the helicopter operating and manufacturing industries. 5. To improve helicopter training, flight safety, licensing and technical examinations, in close co-operation with the Board of Trade and the Air Registration Board. Commenting on the reasons leading up to the formation of the BHAB, its first chairman. Mr Alan Bristow, has said "There has long been a need to bring together all the sectional interests of the helicopter industry into one soundly financed, widely representative and effective body. This view has been endorsed by the tremendous support we have received from all sections of the industry and can be measured by the calibre of its Council and membership. For the first time ever. Britain's helicopter manufacturers and operators will be able to speak with one voice and one purpose in negotiations and representa tion with Local and National Government authorities. Already, as a result of our representation, the Board of Trade have agreed to set up a working group with the BHAB to examine all aspects of helicopter operations in the London area. This is a good start and augurs well for the future. Our next step will be to seek participation in a working group with the Board of Trade to draft new legislation specifically designed to recognise the unique capabilities of the helicopter. 1 am pleased to say that our representations with the BoT are taking place in an atmosphere of respect, goodwill and understanding and already show signs of bearing fruit." Chairman of the Council is Mr A. E. Bristow, and the ffrst^ Council members are: Mr H. Gordon, Westland Aircraft: Mr C. E. Batten, Plessey; Mr J. W. Peckowski. British Executive Air Services; Capt J. A. Cameron. BEA Helicopters; Mr T. E. B. Sopwith, Helicopter Club of Great Britain; Mr K. J. Riddy, British Association of Helicopter Operators; Maj R. Smith, Ferranti; Mr K. McAlpine, Sir Robert McAlpine and Sons. The BHAB headquarters will be established in London with a full-time secretariat; meanwhile, enquiries to Capt Thomas, British United Airways, Gatwick Airport, Surrey. Jetstream Weight Problem The Gateshead engineering company Clarke Chapman has cancelled an order for a Handley Page Jetstream and has bought instead the former Air Hanson HS.125 G-ASNU. The sale was negotiated by Mr K. W. Smith, brokerage manager of Field Aircraft Services Ltd of London Airport. The 125 will be based at Newcastle Airport for use on flights throughout Europe and Scandinavia. Since Clarke Chapman ordered the Jetstream its business has spread much further afield, where the higher speed of the HS.125 is particularly attractive. Operation will now be restricted to larger airports, but this is considered to be an acceptable limitation. The reduced payload-range of the Jetstream I when comprehensively equipped was a further reason for the changed order; delivery of the higher-payload Jetstream 2 could not be promised for some while. The Jetstream l's basic empty weight is close to the original guarantees (around 8,8001b), but with basic electronic and other equipment aboard the aircraft prepared for service weight (APS) with a single-pilot crew scales around 9,2001b. At a gross weight of 12,5001b the range with a cabin-capacity load of about 2,4001b (12 passengers with luggage) is approximately 600 miles. With the very large tankage filled to capacity the range is around 2,000 miles, but the payload is negligible. With the comprehensive array of equipment planned by Clarke Chapman—Collins radio, Decca/Doppler, weather radar. PN-101, DME, transponder and so forth—the APS weight with two pilots would have been 9,7001b. With this standard of equipment the higher gross weight planned from the outset is essential if operators are to derive practical benefit from the machine's attractively spacious cabin. Development to a certificated gross weight of 13,7001b is likely to take until early next year. Operation at this weight will require a minimum crew of two pilots. The first Jetstream delivered to CSE International at Oxford (UK, Europe, Middle East and African agents) is now in an advanced stage of fitting out and will shortly be flying as a CSE demonstrator. The second machine will be delivered to the German agents Bavaria Flug-Gesellschaft in Munich. The first CSE delivery to a private owner will be to the British Steel Corporation in July. CSE International has eight firm orders and a further six line-deposit orders. The availability of a demonstrator is expected to turn much of the tentative interest into firm orders.
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