FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1981
1981 - 0003.PDF
Week ending 3 January, 1981 Number 3739 Volume119 ISSN 0015-3710 Published in association with Aeroplane Monthly and Airports International by IPC Transport Press Ltd. Quadrant House, The Quadrant, Sutton, Surrey SM2 5AS, England. World's first and only complete aeronautical weekly (gj Copyright IPC Business Press 1981 Founded 1909 Second-class postage paid at New York, NY, and additional entries. Editor J. M. Ramsden Defence Editor Graham Warwick BSc Defence editorial Mike Gaines Chief Sub-editor Philip Jarrett Sub-editor Graham Cowell Technical Editor David Velupiilai BSc Technical editorial Richard Whitaker BSc Air Photography Tom Hamill Air Transport Editor Bron Rek BA Air Transport editorial David Learmount General Aviation Cliff Barnett, Ian Parker BSc News Ian Goold Art Editor Colin Paine Layout/Sub-editor Dennis Baldry Technical Artists Frank Munger, John Marsden Keeper of Records Chris Kjelgaard BSc Pictures Stephen Piercey US Publishing Consultant Warren H. Goodman, Spring Valley Road, Ossining, New York 10562. Telephone: (914) 941 0805. Publishing Director Martin Morgan Group Advertisement Manager David Holmes Advertisement Representatives Jack Bush, Michael Elmes Advertisement Production Howard Mason Overseas advertisement representatives: at back of this issue Telephone: 01-661 3320 (AdvertisementSales) 01-661 3267 (Advertisement Production) 01-661 3321 (Editorial) Telegram/Telex 892084 BISPRS G US Advertisement Sales Manager Herb Salazar, IPC Business Press, US Advertising Sales, 205 East 42nd Street, New York 10017. Telephone: (212) 867 2080. Telex: 238327. Subscriptions Manager A. Walden Telephone: England (0444) 59188 (UK and overseas subscrip tion rates can be found in this issue) ]•>>• I International Business Press Associates JARC] Member of the Audit Bureau of Circulation NEXT WEEK • With the Transall C.160 back in produc tion, Graham Warwick takes a fresh look at this European military transport aircraft. • We provide a technical description and cutaway of Aerospatiale's new Twin Squirrel six-seat helicopter. • The first flight of the Learfan is imminent; Bill Sweetman reports from Reno on this extraordinary business aircraft. Drinking and THE parties are over, and how enjoyable they were; and the United Kingdom Civil Aviation Authority (CAA) has warned pilots that "even small amounts of alcohol in the blood produce a measurable deterioration in the performance of skilled tasks." According to the CAA, blood alcohol concentrations of 40mg/ 100ml are associated with "highly significant increases in the errors committed by ex perienced and inexperienced pilots, even in simple aircraft." This is half the legal driving limit, and may typically be the result of one double whisky or a pint of beer. Alcohol is removed from the body at a relatively constant rate regardless of concentration. This is not the case with marijuana, the dulling effects of which stay much longer and, according to some medical sources, have more permanent effects on the brain cells than do alcohol and tobacco. Anoxia caused by tobacco- smoking also significantly re duces pilot performance. Pilots who are taking tranquil- isers, anti-depressants and seda tives must not fly, since these drugs can slow down speed of reaction. Similarly, pilots who are taking stimulants such as amphetamines ("happy" pills) may suffer from over-confidence. Caffeine also is a stimulant, and the CAA warns that even exces sive coffee-drinking has harmful effects. Anti-histamines, often used in cold cures and for the treatment of hay fever, asthma and aller gies, can cause drowsiness. This is obviously incompatible with flying, as may be the condition for which the anti-histamines are being taken anyway. Any pilot who is taking drugs for the relief of high blood pres sure should not be flying, again for the physical changes which the drug causes, and because of the condition itself. Pilots who have recently had an anaesthetic should allow 24hr before flying, and should not the pilot volunteer as blood-donors while actively flying: the circulation- disturbance, though slight on the ground, can be risky at altitude. Drinking and flying are so pro fessionally incompatible that alcoholic pilots can expect no sympathy from management or the law. But the US Federal Avia tion Administration has now taken a positive step forward by approving the relicensing and re habilitation of pilots who have conquered a drinking problem. Self-discipline and the help of colleagues are the best ways to eradicate alcoholism from flying. The disease can be conquered, and pilots deserve redemption as do ex-alcoholics in other profes sions. Just a small gin and tonic, thanks. J.M.E. A Happy New Year to you all from the "Flight" staff IN THIS ISSUE World News Air Transport AIRMEC PREVIEW Defence General Aviation Business Private Spaceflight Industry International AIRLINE EFFICIENCY SEA HARRIERS ON INVINCIBLE MILITARY FLIGHT SAFETY REVIEW Avionics Letters Straight & Level 2 4 6 10 12 13 14 15 16 24 26 31 32 33 Front cover: This assortment of airlines at Boeing Field, Seattle, introduces J. M. Rams- den's feature on airline efficiency, beginning on page 16.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
