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Aviation History
1988
1988 - 0034.PDF
LETTERS Nats sets the record straight SIR—I must point out that the article in Flight for December 12, "Nats threatens peak- period ban", was totally misleading with regard to the role of the National Air Traffic Services at Heathrow Airport. The article states that Nats will ban from Heathrow any operators of general-aviation or business aircraft if they miss agreed slot times by more than half an hour. It is most definitely not the responsi bility of Nats to decide whether or not to ban any aircraft from Heathrow. That role clearly rests with Heathrow Airport Ltd, the owners of the airport. This subject was covered in detail by Notam Class III number A770, published in November 1987. May I also point out that the reference to a "slot" relates specifically to the subject of Prior Permission Required (PPR) within the terms of Heathrow Airport Ltd rule 4—Traffic Distribu tion Rules 1986. This should not be confused with the requirement on certain routes for an ATC slot time from Departure Flow Regulator (DFR), London ATCC. KEITH C. WILLIAMS Nats General Manager (Air Traffic Services) National Air Traffic Services Control Tower Building Heathrow Airport, London Hounslow Middlesex TW6 1JJ An admirer defends Nats SIR—I must write and put the record straight regarding the story "Nats threatens peak- period ban", in Flight for December 12. You suggest that Nats may ban operators at London's Heathrow Air port if they do not keep to the prearranged time slots. This is most unfair to Nats, which has nothing to do with the airport slots. It is always the most co-operative and helpful service in the airways system, and my company is full of admiration for its work. The slots are allocated by the Scheduling Committee. Heathrow Airport Ltd has to apply the slots according to the allocation, and Nats has to administer the system. It was the CAA, in March 1986, which suggested that non- scheduled traffic should be banned, and subsequently the Secretary of State passed an order in Parliament which permitted traffic to be banned if the CAA, after consultation with Heathrow Airport Ltd, so decided. The responsibility for that unfortunate legis lation is neither that of Nats nor of Heathrow Airport Ltd. IDS has problems, like all other business jet operators, in satisfying the customers' demands, but we certainly don't criticise Nats. A. I. SUTHERLAND Managing director IDS Aircraft Building 220, Northside London Heathrow Airport Hounslow Middlesex TW6 1JH [Our coverage of Heathrow capacity problems wrongly attributed Nats with responsibility for what is a matter for the airport oper ator. Ed.] Sympathy for the Super2 SIR—I am sure that we speak for all ARV Super2 operators in voicing our vehement displeasure of remarks alleged to have been made by a spokesman for Hewland Engineering ("Investors keep faith in ARV", Flight, Decem ber 19). To "wave off a very funda mental design deficiency in the Hewland AE75 engine with such a childish and irresponsible comment is frankly unbelievable. Indeed Hewland, it appears, should certainly look to their own laurels, since the ARV airframe offers few problems and many benefits. The one big question mark which affects the aircraft's future appears to concern the powerplant and gearbox. There is little doubt that, if Richard Noble had chosen a more conventional power source for his aircraft, the present unfortunate situation may not have occurred at all. Hewlands should consider their good fortune to have had their unit chosen by ARV in the first place. As to the "lawn mower" comment, how totally foolish and unprofessional can one be? The very nature of flying school operations demands a start-up and shutdown on average every 45min. It is inherently necessary, there fore, that the power unit and/or gearbox should be able to withstand such stress with room to spare. The ARV Super2 is a great little British enterprise, and we support Richard Noble and his team and will continue to do so. May we, the operators, have more support from Hewland Engineering please? PETER EAGER General Manager Southern Aero Club (Shoreham) Shoreham-by-Sea Sussex SIR—I was sad to read of the problems with Richard Noble's light aircraft (Flight, December 19), but when I was younger and involved with the ARB we used to be concerned to see that engines were produced by experienced and approved manufacturers, and rarely saw a new airframe with a brand new engine. New engines were often much tested in slave air frames. Maybe "light aircraft" are not now treated so seri ously. As one of my senior colleagues once remarked, the one thing you learn from history is that you don't learn from history. H. G. CONWAY 33 Sussex Square London W.2. Patient care: a civil task SIR—I refer to the article on page 14 of Flight for December 12, headed "UK health offi cials study flying ambulance". It refers to use of "an RAF Puma helicopter at a cost of £3,600 to transfer two patients to release beds for others". If this flight was made other than for the primary reason of saving life, the legislation is quite clear that where hire and reward (shortly to become "valuable consideration") is given, the flight should be conducted under the terms of an Air Operator's Certificate. Whereas there should be no objections to the Armed Forces becoming AOC oper ators, I suggest that the exist ing onshore helicopter fleet could well service such requirements considerably cheaper, faster, and in an environment more conducive to patient care than a military machine. M. H. BARRETT Sales & Marketing Executive European Helicopters Denham Airfield Uxbridge Middx UB9 5DF IN BRIEF • The 38th Annual Reunion of 194 Squadron (India, Burma, and Malaya) will take place on Saturday, March 12, 1988, at Charing Cross Hotel, Strand, London. Reception will be from 4 p.m. for dinner at 6.45 p.m., Dress, lounge suits; tickets £10-50 each. An auction will be held in aid of the RAF Benevolent Fund. All ex-Friendly Firm mem bers and others associated with the Squadron are warmly welcomed. The new book 194 Squad ron. The Friendly Firm (Burma Campaign) is avail able at £3 • 25 including post age and packing, signed by the author on request. Please contact Doug Williams, 56 Mottingham Lane, Lee, London SE12 9AW. Tele phone: 01-857 1025. WHAT'S ON :>:> January 14 RAeS Mechanical & Structural Group "Second Careers in Aerospace at British Aerospace, Hatfield", one-day Seminar. 4 Hamilton Place, London W1V OBQ; tel: 01-499 3515. January 14 RAeS Gatwick Branch "KC-10", by a USAF speaker. Staff Restaurant, Caledonian House, Gatwick. 8.00 p.m. Refreshments from 7.00 p.m. Visitors £1. January 14 RAeS Heathrow Branch, "Ariane—European Space Project"; 6.15 p.m. Wings Restaurant, Technical Block A, British Airways, Hatton Cross, Heathrow Airport, London; tel: 0895 426008. January 21 RAeS Astronautics Group, "Russian Launch Vehicle". 6.00 p.m. 4 Hamilton Place, London W1V 0BQ' tel 01-499 3515. FLIGHT INTERNATIONAL, 2/9 January 1988
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