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Aviation History
1973
1973 - 2936.PDF
t-LlbHt International, 6 December 1973 945 Private Flight TABLE 1 The fuel situation Using his emergency powers, the Minister for Aerospace has decreed that the general-aviation contribution to the fuel savings is to be effected by reducing supplies to airfields to 90 per cent of those issued in the corresponding-period last year. For a typical airfield which has 10' per cent more flying than.last year, this mseans a 20 per cent cut in fflyfhg. The immediate need, therefore, is for airfield users to meet to allo cate the available fuel amongst the local operators to ensure that the economics of each suffer as little as possible, and to relieve the man at the pump of unpleasant pressures. The British Light Aviation Centre has circulated its recommendation that priorities should be business and training, maintenance of competence (i.e. minimum hours for licence), ratings, and lastly touring and pleasure flying. It is of great importance that the private flying movement acquires an image of responsibility, especially after the adverse publicity which has been given to the use of small busi ness jets carrying one passenger. One pilot indulging in aerobatics or random local flying is seen by thousands, and read about in the papers by millions, including those whose responsibility is the allocation of fuel. Many airfields are supplying fuel only to resident aircraft, so unless a telephone call indicates that fuel is available at an away stop, flights should be limited to unrefuelled out- and-return range. Shell says that fuel cannot be guaranteed at pumps which it operates without 24hr notice. Up-to-date information on supplies in Europe can be obtained by mem bers of their Centre from the BLAC, and also from the Air Information Service at Pinner. Finally, Flight emphasises that it must be made as clear as possible to the general public that light air craft are no more extravagant in fuel than an equivalent car, which fact deserves to be made plain in replies to criticism which may occur in the popular press. Pilots must avoid apparently irresponsible usage.which Vehicle type Robin HR.100/210 Robin DR.400/160 Cessna 172 Cessna 150 Turbi ultralight Jaguar XJ.12 BMW30S Marina Mini 850 No of seats 4 4 4 2 2 5 5 4 4 Engine 210 h.p. 160 h.p. 150 h.p. 100 h.p. 65 h.p. 5-3lit 2-9lit 1-3lit 0-85lit Power setting 75% 75% 75% 75% 75% approx Speed (m.p.h.) 168 158 131 100 85 100 80 50 100 80 50 80 50 50 m.p.g. 18 21 19 22 27 Comparable road m.p.g. 22 25 23 26i 32i 11 13 17+ 17 22* 34 22* 37* 47* can be a reason for further reduction of the general-aviation fuel quota. Light aircraft fuel consumption At a time when all eyes are focused on fuel economies, a light aircraft droning across a clear sky stands out like a sore thumb, and could be thought by unknowing minds to be wasting vast quantities of fuel which could drive a dozen cars a similar distance. Throwing aerobatics at 8gal/hr for any length of time is not to be en couraged—in fact the Tiger Club committee have issued a request to their members to this effect—but the use of light aircraft for transport over the ranges at which they are economic is a very different matter. As can be seen from Table 1, their fuel consumptions are much the same as the sort of cars which are suitable for the greater distances which can be covered in a working day. If time economy is added, the aeroplane wins hands-down, as out-and-return journeys can be made in a day, whereas the use of a car (or train) would entail an overnight stay in a hotel. The aeroplane typically uses the same amount of fuel at twice the speed. There are various factors which have a bearing on this com parison. First, the comparable road distance is about 20 per cent greater than a flown distance. This distance from the nearest available airfield to the business centre was included when estimating this figure. The car fuel consumptions are quoted from Autocar tests, being steady-speed figures. If built-up areas or traffic jams are encountered these figures are optimistic. While the aircraft travels at twice the speed of the car, a certain .time loss must be assumed at the air- TABLE 2 fields—for checks, taxying and the general messing about which seems inevitable at most fields. The number of seats in the vehicles is given, but cars on long journeys rarely have more than two occupants, unless being used for a family visit or outing. While the overall cost of an aircraft can be higher than that of a car, the cost of an overnight stop is often avoided by flying, as the out-and- return trip can be made in a day. The impression one gets is that on the longer runs there is little to choose between a car and an aero plane in terms of fuel consumed and total cost, but the aeroplane can often effect considerable time economies. If, as seems possible, rationing by issue of coupons becomes necessary, it is to be hoped that light aircraft operators will be treated similarly to car owners, bearing in mind that the aircraft serves a similar function. For instance one member of Flight staff does not own a car, but uses public transport for commuting and, on longer journeys, flies a small aero plane, the cost of which is comfort ably covered by a normal car mileage allowance. Flying-costs increases As can be seen from Table 1, the judicious use of aircraft as a means of transport is no more extravagant in fuel than similar use of a car. Having ascertained this, the concern of the responsible pilot is the same as that of the motorist—how much will be the increase in cost of travel, with its business and social benefits? At the time of writing there is little indication of how much the price of oil at the well will increase. Note that the tax per gallon of fuel is a constant 22T2p, about half the total, Cost per hour (£) at annual utilisation 200hr 600hr 1,000hr Insurance Airframe depreciation (approx) Engine overhaul Checks and maintenance C of A renewal Landing fees TOTAL COSTS, LESS FUEL Add fuel at 40p/gal 1-9 5-6 0-60 1-75 3-35 0 56 13 76 16 36 0 63 1 87 0-60 1 75 1-12 0-56 6-53 9-13 0-38 1-18 0-60 1-75 0-67 0-56 508 7-68
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