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Aviation History
1973
1973 - 0133.PDF
FLIGHT International, 18 January 1973 Building a European THE COMMITTEE ON Scientific, Technological and Aero space Questions of the Western European Union has published a lively title, Civil and Military Aviation Policy for Europe (see Flight for December 14, page 852). This document faithfully reflects what some industrialists, especially on the Continent, are saying about current proposals for closer structural integration of the European aerospace industry. It also indicates potential improve ments in the ambience of the industry which could enable eventual structural changes to be made more fruitfully. The report starts with the stimulating assertion that, according to the EEC Commission analysis, Europe "is now something of an under-developed area" in the aircraft field. But it offers some coolly cautionary words about the more grandiose structural changes which are proposed. Better collaboration rather than more collaboration is one suggested text. Another paragraph argues that, while the proposal for two large European airframe consortia and the constitution of a single aero-engine industry might be theoretically acceptable, it leaves aside the human aspect involved in building aircraft. This thought about the human aspect is prompted, it seems, by the examples to be found of dominating per sonalities in the industry, and the EEC Commission is charged with forgetting "that aircraft construction is a domain in which human genius plays a very important role." While it is not necessary to accept the proposition that modern industry decisively depends upon a few exceptional personalities, the human factor clearly is more important than some allow and the argument could well be supported by consideration of potential labour problems. Bedundancies, transfers, uprooting of wives and families of wage-earners are always potential sources of strife, but if carried out on a continental scale and if involving nationalist pride and prejudice, then the con sequent industrial conflict could be very counter-productive. The report is not unduly enthusiastic about collaboration so far and is probably reflecting France's opinion particu larly when it says "co-operation is often one-way." As examples of this it points out that "although they supplied the engines for the Atlantic, the Transall and the Caravelie, the British refused to order these aircraft themselves." Oddly enough it also criticises the British for "preferring the TriStar rather than using the Airbus," without making any mention of the fact that the TriStar, too, has British engines. MRCA and Jaguar "distorted" The tendency to slant this European report from a predominantly French viewpoint distorts the accounts of the MBCA genesis and the development of the Jaguar. The report states that "the MBCA programme will certainly put Germany back on the map as an important aircraft constructor. It is a pity that the French industry could not find a place in this European co-operation corresponding to its proved capability in the- variable-geometry field, especially as Dassault is already building an aircraft in this category." To say this without reference to the position which the French held on the AFVG (Anglo-French Variable Geometry) project, and from which she withdrew for declared financial reasons, is scarcely to get the record straight. The comparable Mirage G.8, which "Dassault is already building," of course came after this withdrawal from the AFVG project. Concerning the Jaguar the report says that the French forces mainly needed a trainer; the Jaguar became "heavy and expensive and the French Government therefore reduced its order." Elsewhere, comparing the export success of the Mirage with that of the Jaguar, the document makes the extraordinary comment that the former has succeeded because the latter is "relatively expensive." The time to compare export performance, if considered relevant, will, of course, be when both aircraft The Rt Hon Lord Beswick is the Labour aviation spokesman in the House of Lords and special adviser to the British Aircraft Corporation. 83 industry By Frank Beswick* have been on the market for comparable periods. In the meantime, to put into the report of a responsible European organisation judgments on the cost of a particular aircraft without properly defining its role is to verge on the irresponsible. In its treatment of the British contribution to European aero-engines, the report is again less than completely objective. It points out that one factor contributing to the predominance of American industry is "the use of American engines in practically all aircraft." And, later, "European civil aircraft cannot be exported if they are not equipped with engines of American firms." With the export records of the Viscount and BAC One-Eleven before them, not to mention the HS.125, the HS.748, the Spey in the American Corsair, and the BB.211 in the American TriStar, it is difficult to see, in the context of European collaboration, what purpose is served by categorical state ments of that kind. Moreover, one wonders about the implications of other comments about the aero-engine sector. Whilst emphasis ing that collaboration is "essential if the European engine industry is to remain viable," the report also regrets the "complication" that Bolls-Boyce is four times bigger than Snecma which, in turn, is two to three times larger than MTU, Fiat and Volvo. It asserts that "as long as Europe's policy is not well enough concerted to ensure that all these industries are given equal chances, differences in size will make collaboration more difficult." The report's positive ideas are worthy of sympathetic and urgent study by relevant European Governments. They include the following:— (1) The root problem on the military equipment side is the establishment of common specifications. Defence staffs should be encouraged to harmonise requirements. (2) General agreement to produce weapon systems could mean either one country being assigned the development of a system which others would buy or, more probably, a multinational consortium might be formed for the production of the required system. (3) To match the prestige and influence of the CAB, a European airworthiness certification agency should be established (see page 81). (4) In order to re-establish a proper balance in the negotiations with the USA on landing rights, Europe should speak with one voice. Similarly, reciprocity on tariffs should be sought. The report emphasises the importance to the industry of military aviation and points out that 50 per cent of the European aircraft orders are military. At the same time it indicates that potential growth is greater in the civil sector and points to the fact that, while in the USA 10 per cent of all transport is by air, the corresponding figure for Europe is now only 3 per cent. It suggests that much could be done to rectify this situation by the improvement of regional services. One recommendation calls for a plan of co-operation, between airlines of member States, based pn both equipment and route operation. The report also discusses the draft proposal of an EEC Commission directive which calls for appropriate measures to facilitate the procurement of export credit so that European producers are in a position not less favourable than that of builders elsewhere. A further Article in the same directive calls for insurance against the risk of abnormal and unforeseeable cost increases and against fluctuations in exchange rates. From all these proposals, especially if taken together with a European plan, to rationalise research facilities, there is the making of, a quite exciting European advance. If we can leave behind all recrimination about earlier difficulties and if the rj-ght European ambience is provided in this way, the re-structuring of an expanding industry should follow later as a national growth. M The report is available in limited quantities from the Assembly of the Western European Union, 43 Avenue de President Wilson, Paris 16e.
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