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Aviation History
1986
1986 - 0839.PDF
General aviation needs optimism SIR—I was disappointed to read your somewhat gloomy editorial regarding the lighter end of general aviation ("Will cost-cutting work?", Flight, March 15). Training has always been the foundation of our industry, and I believe there will always be viable aircraft available to the clubs and flying schools. You rightly say that there are a number of very good potential aircraft under devel opment in Europe. However, I do not agree that the US pro duct liability scene should affect these projects. There is a large market for training air craft worldwide which is so far not affected by the punitive US product liability laws, and I believe probably never will be. The EEC has produced a Directive (85/374/EEC) which sets out to harmonise the product liablity laws within the Community. An explana tory and consultative docu ment is available from the Department of Trade and Industry. These documents, I think, show that we are not likely, in Europe at least, to have the US experience inflicted upon us. Having got the product liability bogey out of the way, we can look at the cost of ownership of the proposed new lightweight aircraft. Your "informed source" suggested a possible reduction of 25 per cent on the operating cost of existing aircraft (presumably Cessna 152 or Piper Toma hawk). As operators of a PPL flying school using Toma hawks and Warriors, we think this margin of saving would be very acceptable indeed. Surely we must presume that most flying schools are making some profit at the present time, and a 25 per cent reduc tion in the operating costs of their aircraft must represent an increase in that profit. What we need is an afford able aircraft for the training role, and I believe and hope that this will come from a European manufacturer, FLIGHT INTERNATIONAL, 5 April 1986 hopefully British. In real terms, the cost of obtaining a PPL in the UK has increased only marginally since 1979, when general aviation was at a peak in terms of new aircraft sales. The potential market for training is still very good, and we should approach it with optimism, not pessimism. As President Reagan re cently said: "The future is not for the fainthearted". We can very easily convince ourselves that there is no future in general aviation. If we do, there won't be. R. PONTIN Managing Director CSE Aviation Oxford Airport Kidlington Oxford 0X5 IRA Brooklands Museum appeal SIR—The UK's Brooklands Museum project has reached the stage where a develop ment plan is near completion. Following this, a charitable trust will be formed with a view to the Museum opening sometime in 1987. The Museum is now in a position to accept articles for safekeeping, and would there fore welcome relevant objects and memorabilia for display. The Museum will tell the story of motoring events at the track from 1907 until its closure in 1939, and of aviation at the site from 1906 until the present day. Objects required range from racing programmes and year books to complete vehicles such as bicycles, motorcycles, cars, and aircraft, and include clothing and uniforms, photo graphs, models, and items relating to personalities. Also required are items of furniture dating from the 1920/30s to furnish the clerk of the course's office, the restaurant, and the ladies' lounge in the motor club house. As the Museum Co ordinator, I should be directly contacted regarding dona tions or long-term loans. MORAG BARTON Brooklands Museum Brooklands Road Weybridge Surrey (Tel: Weybridge 57381) Fighters or missile platforms? SIR—Can it not be argued that the air-to-air defence of the United Kingdom against any numerically superior foreign nation will result in our air defence fighter aircraft becoming mere expendable missile launch platforms—the air-to-air interception being dependent on the air-to-air missile and associated radar and avionics? When we discuss "fighter" technology and the RAF, should we not talk of AI.24/Skyflash as opposed to Tornado ADV? As I see it, the air defence aircraft only requires to be an all-weather lookdown shoot- down two-person supersonic (missile) launch platform. The high technology here needs to be devoted to high system reliability and low maintenance "down" time (and low costs). GEORGE L. WALLACE 31 Windmill Green Kirkcaldy Fife KYI 3BD Upper Heyford opposition SIR—In your March 15 issue's "Private Flight" article on the proposed UK Upper Heyford Mandatory Radio Area, Lt Comm George Gray of Nats was quoted as saying that the compromise solution was "acceptable to virtually every one". I would like to point out that there are 9,000 glider pilots in the UK who are totally opposed to this unnec essary restriction, which bears on them probably more heav ily than on any other group of airspace users. If I may use a motoring analogy, it is like allowing the Army to commandeer the Ml motorway to the virtual exclu sion of private motorists, unless certain specific and costly requirements were met (in this case the fitting of suit able radios). The motorway would undoubtedly become slightly safer, but think what would happen on the minor roads running parallel with the motorway, which most cars would be forced to use. Even if we fit radios we have no long-term guarantee that we could not be refused entry to the zone which, inci- LETTERS dentally, represents an almost complete block of restricted airspace running across the country from Lyneham to London. If this new zone is deemed a success, then doubt less similar zones will start springing up like mushrooms all over the country, and our freedom to fly without un necessary restrictions will be lost for ever. I put it to your readers that, if they care about this, they should protest now and as loudly as possible. Write to your MP, Nats, the CAA, the MoD, the Press, or anyone else who might be able to influence the decision at the end of the trial period. D. D. COPELAND 42 Woodland Road Maple Cross Rickmansworth Herts WD3 2SE IN BRIEF • Fit Lt D. J. Carey (Head quarters No 202 Sqn, RAF Finningley, Doncaster, South Yorkshire) is revising the squadron's written history, and would appreciate any contributions, written or photographic. No 202 Sqn operates yellow Sea King Mk 3 helicopters in the search and rescue role. WHAT'S ON April 10 RAes Aviation Medicine Group: One-day symposium—Current concepts in clinical aviation medicine; 4 Hamilton Place, London W1; tel 01 -499 3515. April 10 RAes Test Pilots' Group: Trago Mills aircraft, by Air Vice-Marshal G. C. Cairns; 7 p.m.; (AGM at 6.30 p.m.) 4 Hamilton Place, London W1; tel 01-499 3515. April 11-13 RAeS Air Transport Group: International conference—Developing European regional air transport—the next ten years; Britannia Hotel, Manchester; tel 01-499 3515. April 13 Spring Fly-In; Barton; tel 0695 422550. April 14-18 University of Sheffield: An introduction to hydraulic fluid power engineering; Tapton Hall of Residence, University of Sheffield; contact W. A. Bullough; tel 0742 78555 ext 5434. April 14-16 Flight Safety Foundation: 31 st annual FSF corporate aviation safety seminar—Safety in our environ ment; Omni Netherland Hotel, Cincinnati, Ohio; contact Luciana P. Frost; tel (703) 820-2779. April 14 RAeS: Europe's future in space, by Professor R. Lust; 4 Hamilton Place, London W1; 7 p.m. tel 01-499 3515. April 1 5-16 University of Southern Cali fornia: Two-day workshop: Commu nications for Aviation Management; University of Southern California, Los Angeles, California; tel (213) 743-6523. April 15 RAeS: 4th Brabazon Memorial Lecture, by Professor M. G. Farley; 4 Hamilton Place, London W1; 6 p.m.; tel 01-499 3515.
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