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Aviation History
1972
1972 - 0006.PDF
4 ON THE HORIZON . . . operative space docking systems bodes well for developments in 1972 which may produce definite plans for one or more joint missions. T.W-W. Private flying THIS YEAR LOOKS like becoming one of major growth in all aspects of private flying. The depression of 1970 demon strated that the requirements of the light-aircraft buyer must be watched more closely than ever, so that 1972 will feel the effects of latest attempts to tailor aircraft to market minutiae. It may be a year or two before the Piper-Aerospatiale tie-up makes itself felt in Europe. Meanwhile, South America may well emerge as the centre of attention following new activities there by leading manufac turers. In North America, the FAA forecasts a 15 per cent increase in light aircraft production, while new UK dealerships by Avions Pierre Robin and Wassmer may herald French in roads on the predominantly US con tent of British skies. The US presence will also increase to include new models such as North American's Aero Commander 111 and 112 models and American Aviation's AA-5 Traveler. Professional equipment is now with in the private pilot's reach, as illus trated by the range now offered of retractable versions of popular single- engine models and of light aircraft avionics. This natural encouragement towards more professional flying is supported in Britain by increasing re gard of the private aeroplane as a practical means of communication plus the greater ability to find the exactly suitable model. ." - More instrument - flying courses, now available, mean more instrument- rated private pilots. In addition, if moves to introduce controlled VFR and tax-relief on aviation fuel are successful, the inevitable increase in flying will make its mark in 1972 on flying standards. T.W-W. Gliding THE MOST IMPORTANT event will be the World Gliding Championships at Vrsac in Jugoslavia next July. The rules framed for the 15m Standard Class have produced gliders alike as peas in a pod, and the winner in this class is as likely to be dictated by luck as by any other factor. As always the Open Class is where the glamour is to be found (it is the winning pilot in this class who becomes the World Gliding Champion), and with 22m designs likely to appear in relative abundance, the competition is likely to be hot. Britain's chances of winning this prestigious event will hinge heavily on the new Sigma, which will be flown by Nick Goodhart. A British victory—the last was in 1952—would do much to restore a national image which has received something of a beating from Germany in recent years. M.W. Avionics AS ALWAYS much of the avionics sector will continue to be wrapped in a shroud labelled military security, hiding such fascinating developments as over-the-horizon radars and sophisti cated devices for the detection of deep-down nuclear submarines. Both America and Russia vie with one another in devising the most cunning ECM and ECCM (Electronic Counter- Counter Methods). Such projects swallow huge sums of money and increasingly this sector is being left to the big powers. A new development in aviation, which began to catch the public eye in the last year, is the interest in RPVs (Remote-Piloted Vehicles) for which the military applications appear .1 ItttlltS FLIGHT International, 6 January 1972 unlimited. Without a pilot on board, operation under substantially more difficult and risky conditions will be possible, and this will spur avionic developments across the board, from autopilots to new reconnaissance sensors and satellite-relayed flight commands and data transmission. Whatever programme emerges is cer tain to widen further the gap between American and European technology, already substantial by virtue of the more limited military and commercial base of the latter. MRCA remains virtually the only wide-scale outlet for investment in future advanced military programmes, though even here the conservative, no- risk approach demands minimum-step techniques. The entry of Britain into the European Community in 12 months' time is already focusing attention on possible commercial and technical alignments in order to capitalise on the technology available and to secure the most benefit from the common aircraft industry which must ensue. With such developments as digital autopilots, manoeuvre demand systems and new instrument displays within reach, choice of partners will need careful consideration. Meanwhile volume production of equipment for programmes such as Jaguar and Concorde should do much to maintain the basis on which these new systems depend. M.W. Air traffic control IT IS DIFFICULT to foresee any reduc tion in the diverse demands for air space presented throughout the world by commercial, military and general aviation. There is an increasing aware ness that separation, rather than inte gration, of the different users holds out the greatest hope of reducing traffic conflicts but advancing this theory calls for co-operation from all sectors of aviation. Each, it seems, must accept some limitation in the general good, and the key issue in 1972 will be the extent to which limi tations will be accepted voluntarily rather than by heavy-handed enforce ment. While advances in avionics—both on the ground and in the air—hold promise they are invariably expensive and experience has shown that there is a world-wide reluctance to invest in safety for its own sake; if safety can be achieved as a by-product of com mercial expedient or military effi ciency then money will be found. Better radar, both primary and secondary, advanced flight-plan pro cessing and airborne-collision warning are some of the items which will call for an increasing expenditure in 1972 if the human being who, on the flight deck or at the control console, has to make the system work is to have his work load kept within reasonable bounds. H.O.F.
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