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Aviation History
1983
1983 - 0035.PDF
FLIGHT INTERNATIONAL Week ending 8 January, 1983 Number 3844, Volume 123 ISSN 0015-3710 World News 50 Air Transport 51 Defence 53 General Aviation 55 Spaceflight 57 SCANDINAVIAN AEROSPACE 61 Peter Middleton and Richard Whitaker report on current projects and future prospects. FINLAND'S COMPOSITE NEWCOMER 81 Cliff Barnett flies the Pik-23 Towmaster. AIRSPACE BY NUMBERS 84 America's $9,000 million spending spree on ATC and navaids is outlined by David Velupillai. VAYUDOOT: THE MYSTERY CLEARS 87 Chris Kjelgaard reports on India's fast-growing commuter carrier. WASP: MILLIMETRE-WAVE MINI-MISSILE 91 The Hughes Wasp anti-armour missile will locate, identify, and attack targets unaided. Graham Warwick reports. FLIGHT FEATURES, 1982 Letters Straight and Level 94 95 97 Published in association with Aeroplane Monthly and Airports Inte, national by IPC Transport Press Ltd. Quadrant House, The Quadran' Sutton, Surrey SM2 5AS, England World's first and only complete aeronautical weekly © Copyright IPC Business Press 1983 Founded 1909 Second-class postage paid al New York, NY, and additional entries. Editor David Mason Associate Editor Peter Middleton Assistant Editor Tom Hamill Air Transport Editor David Learmount Air Transport editorial Alison Chambers, Chris Kjelgaard BSc Defence Editor Graham Warwick BSc Defence editorial Mike Gaines, Richard Whitaker. BSc Technical Editor David Velupillai BSc Technical editorial Julian Moxon BSc General Aviation Editor Cliff Barnett General Aviation editorial Ian Goold, Ian Parker BSc Production Editor Philip Jarrelt Sub-editor Graham Cowell Art Editor Colin Paine Layout Rita Molineux Photography Stephen Piercey Technical Artists Frank Munger, John Marsden EDITORIAL Publishing Director John Crookshank Editor-in-Chief J M Ramsden Advertisement Manager Trevor Barrati Assistant Advertisement Manager Colin Kilkelly Advertisement Sales Executive Sarah Beck Advertisement Production Howard Mason Advertisement Sales—France Pierre Mussard, 18.20 Place de la Made leine, Paris 75008. France Telephone Paris 2655014 Advertisement Sales—Italy Romano Ferrario, Etas Kompass SpA, Via MantegnaS, 20154 Milano, Italy. Telephone: (2) 347051. Telex: 37342 Kompass Advertisement Sales—USA (East Coast! Dean Kelly. Classified Adver tisement Sales—USA Joe Connors, IPC Business Press, 205 East 42nd Street, New York, Ny 10017 Telephone: 212) 867 2080. Telex: 238327 Advertisement Sales —USA (West Coast) John Tidy, IPC Business Press, 2656 Vista del Oro, Newport Beach, CA 92660. Telephone: (714) 760 9438 Telex: 238327 Subscriptions Manager A Walden Telephone England (0444) 459188 (UK and ovei and agents can be found in this issue) tas subscription rates Telephone 01-661 3315 Display Advertisement Sales) 01-661 3809 (Classified Advertisement Sales) 01-661 3267 (Advertisement Production) 01-661 3321 Editorial Telegram/Telex 892084 BISPRS G Facsimile (Group lll/ll on request. Telephone 01-661 3321 I Member of the Audit Bureau of Circulations .Front cover: Saab's J A 37 Viggen interceptor and Saab-Fairchild's SF.340 illustrate two contrasting aspects of the Scandinavian aerospace industry', featured on pages 61-76. ' FLIGHT International, 8 January 1983 Dismal outlook for European integration Looking at the business from . the point of view of the cus tomer, it is a natural long-term ambition that air transport in Europe should operate with the same effi ciency and facility that characterise the industry in the United States. It is hard to imagine any compelling reason why the European traveller should not, like his American counter part, be free to go to a local airport, buy a ticket, and fly to an airport near to his destination with any carrier who could offer a sufficiently attrac tive fare. If the European ideal is to mean anything, he ought to be able to do so without the problems and formalities of customs and frontier regulations, while remaining confident that his safety was assured and that the carrier would not go bankrupt before he had completed the flight. The achievement of that ambition requires, of course, a substantial mea sure of deregulation, and in pursuit of that aim the European Community has been attempting small and cautious steps, with frustrating results. The Economic and Monetary Affairs Committee recently submitted to the European Parliament its report on the Commission's proposals for a draft directive on tariffs for scheduled air transport between member states. The main part of the report, broadly summarised, proposed that a recog nised carrier in a country of origin should be able to introduce an air tariff to any other member state he wished. If the country of destination objected, the matter would be referred to arbitration. If the arbitration went in favour of the country of origin's carrier, the country of destination could appeal; if the appelate body endorsed the arbitration, the country of destination would have to accept the tariff. That would be its obligation as a member of the EEC, and would conform with the intention of the Treaty of Rome to encourage com petition. When the directive was put before Parliament, amendments were pro posed by a German member, and the Committee's rapporteur, Miss Nor- vela Forster, MEP for Birmingham South, felt obliged to take back the directive for subsequent re submission to the Parliament. The report also considered, inci dentally, the establishment of a Euro pean civil aviation authority, to tackle in the long-term matters such as a community-wide pilot's licence, crew conditions, and airworthiness. Also in recent weeks, the EEC Council of Ministers has failed in its efforts to liberalise air transport to the extent of allowing new regional carriers to fly aircraft of up to 70-seat capacity, on sectors less than 400km, with country of origin approval only. Both of these procedures would have produced only marginal changes in the European aviation scene. Before European air traffic can be substantially liberalised, let alone thoroughly deregulated, larger problems will have to be solved—problems such as state protection of subsidised railways, customs procedures, immigration and frontier crossing formalities, and ac cess for new carriers. Currently many EEC member states seem more determined to pro mote their narrow national interests than to develop an integrated Europe. If they are prepared to block such limited moves as these, the prospects of improvement on major matters recedes into the distant future.
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