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Aviation History
1972
1972 - 0011.PDF
FLIGHT International, 6 January 1972 9 project should now be able to continue, said ihe Depart ment of Trade and Industry, provided that satisfactory contractual arrangements, now in the course of negotia tion, can be concluded. A more detailed statement on the finance is expected in London soon after Parliament reassembles on January 17. Negotiations on the future of the engine have been taking place since the establishment of Rolls-Royce (1971) and in the light of substantial cost increases which have affected the programme. Development cost was put at £31 million by a Government spokesman last April, against a 1966 estimate of £20 million. The British Government has been hesitating to invest further money in the programme without a West German guarantee of a production run of 200 engines. UNITED ORDERS MORE DC-10s OPTIONS on three DC-lOs which United Air Lines has decided to exercise will bring the company's firm orders for the type to 20. Ten of these are due to be delivered this year. The airline's president, Edward E. Carlson, said that he anticipated an average growth rate of 8 per cent a year to the end of the decade, and this had necessitated the additional aircraft. Price of the DC-lOs was given as $16-5 million each. United has a further seven options which will expire on June 1. CYPRUS TRIDENT ORDER ACQUISITION of two Trident lEs by Cyprus Airways was confirmed by the airline last week. The aircraft have been bought by BEA from Kuwait Airways, and the first is due to arrive in London this week. After refurbishment they will be operated during 1972 by BEA's subsidiary North east, which already has two lEs. (Another IE is going to BEA Channel Islands Airways.) They will go to Cyprus in early 1973 to join the two Trident 2s which the airline already has. In the meantime Cyprus Airways will have a third Trident 2 on lease from BEA. The decision to stick to the Trident in the face of con- CAA gets going . . . T HE first appointments to the new British Civil Aviation Authority have now been announced by the Govern ment. The chairman of the authority, John Boyd-Carpenter, had already been named. Four of the six new appointments are part-time until April 1, when the CAA assumes its functions, and then full-time. The following are the names of the new members: R. R. Goodison, at present Deputy Secretary in the Depart ment of Trade and Industry; G. W. Stallibrass, controller of the National Air Traffc Control Services; W. Tye, chief executive of the Air Registration Board; and J. If. I.awric, chairman of the Air Transport Licensing Board. In addition the following part-time appointments have been made: Prof D. Keith Lucas, professor of aircraft design at the Cranfield Institute of Technology and chair man-designate of the Air Registration Board; and Sir Roy Allen, professor of statistics at London University and a part-time member of the Air Transport Licensing Board. Mr Goodison will act as chairman of the CAA until Mr Boyd-Carpenter takes office on April 1, the date on which it is intended that the CAA should come into full operation. Now that the members of the CAA have been appointed the authority is officially brought into existence, although some subordinate legislation is still required before it: can assume its full functions. One step which it will be able to take is the setting up of the Airworthiness Requirements Board, which will replace the ARB. It may be assumed that Prof Keith Lucas and Mr Tye will be members of that board. The appointment of Mr Lawrie to the CAA will ensure continuity in the field of economic regulation, which the present ATLB will hand over to the authority. An important move in connection with the establishment siderable sales pressure from Boeing, which was offering the 727, was influenced by Cyprus Airways' close opera tional relationship with BEA. The airline's Trident engineering is contracted to BEA. GERMANY CLEARS A-300B PRODUCTION THE West German Government decided on December 22 to underwrite its share of the series production of eight A-300Bs. Government sources said that the total cost of the development programme so far amounted to £215 million, and that putting the aircraft into production would involve a further £180 million. In Madrid the Spanish Foreign Minister formally signed the agreement bringing Spain into the A-300B programme as a partner. Participation by Casa in the construction programme involves a 2 per cent Spanish share in financial terms. Casa will build about 4 per cent of the airframe. A collision between a Swissair DC-9 and a light aircraft occurred on a runway at Schwechat Airport. Vienna, on December 26. The pilot of the light aircraft was killed. The DC-9 was cleared for take-off and beginning its run in reduced visibility at the time, according to reports. The Tu-144 attained a speed of 1,564 m.p.h., 2,520km/hr recently, according to Tass. The speed, highest so far in the Tu-144 test programme, was reached at a height of 59,000ft, 18,500m. The Mach number was not stated, but in ISA conditions would for this height and speed have been 2-37. BEA Airtours took delivery of its first Boeing 707-436 from BOAC at Gatwick on December 30. A further aircraft from the total order of seven will be delivered in time for the 1972 peak season. The chairman of BEA Airtours, P. C. F. Lawton, said that the possession of similar equipment to that of BOAC would help the company to co-operate with BOAC Ltd, the corporation's non-Iata subsidiary (which, unlike Airtours, relies on its parent for the provision of aircraft). of the CAA will be the publication, in the next few weeks, of a White Paper detailing the policy guidance which the Government is required to give. The guidance is being drafted at present following receipt of the views of interested parties, which DoTI asked to be submitted by December 31. . . . with thoughts on policy One reaction to the Government's request for the views of interested parties on the policy guidance that will be given to the CAA is from the Association of British Chambers of Commerce, whose air transport committee, under the chairmanship of N. Ashton Hill, issued the following statement:— The references in the Act* to satisfying "all substantial categories of public demand" and furthering "the reason able interests of users" do not, the committee considers, adequately express the Edwards Committee's views. These were that "the primary long-term objective of . . . national policy . . . should be to see that each customer, be it for personal travel or freight, gets what he wants—not what somebody else thinks he ought to want—at the minimum economic price." It is therefore essential that the Govern ment should remedy this omission by including the cardinal principle of the primacy of users' needs in its "guidance" to the Civil Aviation Authority. In proposing that the CAA should be required to observe this fundamental rule, it is not suggested that the airlines should not remain primarily responsible for assessing 'Sections 3(l)(a) and (d).
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