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Aviation History
1972
1972 - 0089.PDF
FLIGHT International, 13 January 1972 57 Space There is an inherent difficulty in making precise economic assessments for such a new branch of technology as space, but even so there is now a great deal of convincing evidence which suggests that the eventual benefits justify a forward- looking policy of investment directed towards a capability of providing, nationally or internationally, systems covering air traffic control, navigation, telecommunications, defence, Earth-resources surveillance and meteorological work. The industry therefore believes that the greatest empha sis should be given to applications-satellite systems which are likely to produce the earliest economic returns from the money spent on R&D. Furthermore, for all these satellites there are ground receiving and control systems which offer considerable future business for the British electronics industry. The industry already has considerable expertise in this field and is well placed to exploit the potential market for such systems in the under-developed countries of the world. It is the industry's contention that the UK should play a leading part in forming international user associ ations, similar to Intelsat, which would assist in the creation of commercial markets for the various users of satellite systems. It should also be borne in mind that there is a fundamental need for secure access to the means of launching satellites. It is recommended that the industry should have the opportunity to participate in the Nasa space shuttle pro gramme on a significant level, ensuring respect as partners in the enterprise, by financial support from the national research budget. Important benefits for future aircraft technology will certainly arise out of this venture, and this alone is powerful reason for so doing. The industry believes that there should be a central Government agency charged with the responsibility of co ordinating and sponsoring all UK space activities. Such a body would not interfere with the rights and duties of existing user departments but would take an overall view of space activities in the national interest and sponsor pre liminary investigations into future applications of space technology. Equipment The equipment sector of the industry, comprising both airborne and ground equipment, forms a vital part of the whole aerospace industry, and its products are by no means exclusively linked to the output of British prime contrac tors, although relying on them for initiation of new projects. In 1969 the equipment industry's total exports exceeded £100 million, or a third of total output, and of this £30 million represented exports to overseas constructors of aircraft. The increasing complexity of aircraft suggests that the relative role of this sector will grow in the future. It is therefore important that it be given adequate and effective support. It is indicative of the competitive power of this branch of the industry that a recent French report commented: "The size of the equipment industry in Britain and the position it has acquired in certain sectors make British equipment firms serious competitors for European equip ment and especially French equipment." In this context it is perhaps important to note that France, in addition to producing approximately the same value of aircraft per annum as the UK, has said in its Sixth Plan that the highest aviation growth rate (in excess of 15 per cent per annum) is planned to take place in the aviation electronic equipment sector. There should be a long-term programme of R&D assis tance for prime equipment and systems to ensure the con tinued development of the industry's technology so that the right equipment can be produced to meet future requirements, and this help should not fall below that given to their associates and competitors in Europe. Materials Developments in ferrous and non-ferrous metals, paints, sealants, and adhesives for aerospace use have been immensely beneficial to industry in general. Investment in the manufacturing plants for these materials has been almost entirely privately funded and has been possible only because of the existence of a relatively firm programme for continuing development and production of civil and mili tary aircraft. The present uncertainty must end, for it makes such private investment unattractive, and this must result in a loss of technological leadership and of wide benefits to manufacturing industry as a whole. Research and development An effective programme of research and development is the life-blood of the aerospace industry. The industry welcomes the statement in the White Paper Government Organisation for Defence Procurement and Civil Aerospace that the bias of intention should be directed towards reducing the totality of research and development effort by the establishments and increasing that of the manufacturers. Specific areas would be chosen with care so that the knowledge acquired might be expected to put the UK in a position conducive to eventual design leadership. Where work shows high promise the UK would then be prepared with appropriate safeguards to continue development on the basis of international collaboration, more especially at the point where continued work becomes costly. continued from page 55 BETTER RESULTS TWA reports a "dramatic improvement" in its financial position in 1971, although the number of passengers it flew was up only 1-2 per cent on 1970 (the gain was 7-3 per cent on international routes and 0 • 3 per cent on domes tic). The airline's net profit of $7-8 million in the first ten months of 1971 compares with a loss of $32-8 million in the same period of 1970. By the end of the year, TWA says, it is likely that "one of the most significant turn-arounds in airline history" had been accomplished. The airline has cut costs by reducing its work force, trimming the amount of capacity on offer, suspending a few unprofitable routes abroad and selling off some older aircraft. Capacity on domestic routes in 1971 was 1-7 per cent less than in 1970, and for the whole TWA system the number of available seat-miles was only 2-6 per cent higher than in 1970, totalling 40,400 million. Total revenue passenger-miles in 1971 were 19,400 million, up 4-2 per cent on 1970. The passenger load factor thus improved from 47-2 per cent to 48-0 per cent between 1970 and 1971. LUTON'S INQUIRY OPENS A PUBLIC inquiry into plans for a £2-5 million expansion of Luton Airport opened last week. The significance of the planning application is that it conflicts with Government policy for the third London airport, to be built at Foulness on the Essex coast. The Government has made it clear that it plans to restrict further growth at existing London-area airports when Foulness comes into operation in 1980. By so doing, the argument runs, some of the suffering due to noise will be alleviated. As well as dismissing the possibility of a second runway at Gatwick, the policy specifically throws doubt on the future of Luton airport. The developments at Luton have been proposed by the Luton County Borough, owner and operator of the Airport, but there is opposition from other local authorities and from the Luton & District Association for the control of Airport Noise.
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