Official Organ of the Royal Aero Club Fint Aeronautical Weekly in the World Founded In 1909

Thoughts on Plowden's Eve OMORROW, December 17, the Plowden report is due to be published. We look forward to reading and reviewing what we THURSDAY 16 DECEMBER 1965 T hope will be a masterly appraisal of the British aircraft industry, Number 2962 Volume 88 containing wise prescriptions for its future health. We hope, in par- ticular, that Lord Plowden will not be so superficial as to suggest that Editor-in-Chief nationalisation, or semi-nationalisation, of this or that company is the MAURICE A. SMITH DFC answer. Putting Civil Servants in boardrooms will do little or nothing

• Editor to remedy the basic ailment, which is that the industry and the Govern- f J. M. RAMSDEN ment executive must render unto Parliament that which is Parliament's. So long as British aviation spends—as it must—public money, this is Assistant Editor KENNETH OWEN the principle that must stand above all others. BSc DCAe AFRAeS Everyone pretends that in democratic Britain Westminster controls ;>! Air Transport Editor Whitehall. But in the fields of defence and technology this is now a H. A. TAYLOR fiction. Vast sums of public money are committed with scarcely a by- Production Editor your-leave from the elected representatives of the people. :^-....,^. ROY CASEY Lord Shackleton, Minister of Defence for the RAF, was asked the other day in the House of Lords how many Spey engines were to be Managing Director ..; H. N. PRIAULX MBE ordered for Britain's Phantoms, and at what cost. The exchange con- cluded like this: Lord Merrivale: "My Lords, is there any basis for the comment in the Daily Express this morning to the effect that there would be 800 Spey engines ordered, In this issue costing £175,000 each, including spares, to be fitted to 300 Phantom aircraft in the Royal Air Force and the Royal Navy?" Lord Shackleton: "My Lords, I am sure the noble Lord does not in fact expect me to comment on that. But it was a good try." World News 1 028 Parliament, Press 1030 "Not Government Policy" SBAC President on Aerospace Policy 103 1 Questions about the numbers and cost of British military aircraft Keep Britain Flying! 1032 programmes have often been asked in Parliament, but have perhaps Air Transport 1033 never been answered so coyly. The standard Ministerial reply goes like .; Special Feature: this: "As the House knows, it is not Government policy to reveal the Air Safety 1038 numbers or cost of military aircraft orders." The Case for Medium By-pass 1050 A few weeks before the Lords exchange took place we asked the The Pen and the Air 1053 Ministry of Aviation why such information was denied Parliament. Letters 1054 There must be very good reasons for depriving Parliament of facts and ; Industry International 1056 : . Sport and Business 1057 figures so vital to its task. The Ministry of Aviation's reply to our Defence 1058 question was: Spaceflight 1060 "The Minister follows long-standing Government policy which is, with certain Straight and Level 1 064a limited exceptions, not to discuss details of Government contracts. This policy has been reviewed on a number of occasions and endorsed by Governments of both parties. It has also been accepted by Parliament, the Public Accounts Committee, and the Select Committee on Estimates. The Treasury is the department to explain the reasons behind the poJicy if you still wish to pursue the point." JUffe Transport Publications Ltd., Dorset House, Stamford Street, London, SE1; The policy has indeed been "endorsed by Governments of both telephone Waterloo 3333 (STD.01). Telegrams/Telex: Flight Iliffepres, 25137 parties." Our question was why has it? We think Parliament accepts— London. Annual subscriptions; Home W 15s. Overseas £5 5s. Canada and USA as does the US Congress—that there has to be security of weapon- •15.00 Second Class Mail privileges authorised at New York, N.Y. performance data; but does it really accept that there must also be Branch Offices: Coventry, 8-10 Corpora- security of information about costs and quantities? Congress demands tion Street; telephone Coventry 25210. Birmingham, 401 Lynton House, Walsall this information and US aviation has not been impaired by its publica- Road, Birmingham 22b; telephone 021 BIRchfield 4838. Manchester, 260 Deans- tion. If, as the Ministry of Aviation says, Parliament does accept the gate, Manchester 3; telephone Blackfriars 4412 or Deansgate 3595. Glasgow, 123 policy, why the question to Lord Shackleton, and the many other simi- Hope Street, Glasgow C2; telephone Central 1265-6. Bristol, 11 Marsh Street, lar questions that have been rebuffed by Ministers over the years? Bristol 1; telephone Bristol 21491/2. New York, NY: Thomas Skinner & Co We pursued the question with the Treasury, and also with the (Publishers) Ltd, 111 Broadway NY 6; telephone Digby 9-1197. Ministry of Defence. Both were most helpful, but declined to be quoted. We believe that the question is of crucial importance, because security © Iliffe Transport Publications Ltd, 1965. Permission to reproduce illustra- that defeats the supremacy of Parliament defeats British aviation. We tions and letterpress can be granted only under written agreement. Brief extracts hope that Lord Plowden sought, and got, a more satisfactory answer. or comments may be made with due acknowledgement. We shall see tomorrow. 1028 FLIGHT International, 16 December m

WORLD E W S

SBAC Show Goes European For the first time aircraft designed and built in other European countries will be permitted to be exhibited at the Society of British Aerospace Companies' flying display and exhibition in 1966. Announcing plans on December 7, SBAC spokesmen said that members of the Society would be able to nominate aircraft built in other member-countries of AICMA (Association Internationale des Constructeurs de Materiel Ae>o- spatial)—i.e., Belgium, Denmark, France, West Germany, Italy, Netherlands, Nor- way, Spain, Sweden and Switzerland. To qualify for admission to the SBAC show foreign aircraft must have British engines and a percentage of British-designed Roll-out of the Dornier Do3IEI V/STOL prototype, recorded in a news item below. The Rolls-Royce equipment. RB.I62 lift engines in the wing-tip pods may not be fitted for initial flying Joint aircraft projects such as the Con- corde and Jaguar, the Society added, would automatically be eligible in future years. "Consideration will also be given to requests from SBAC members for the presentation of European-designed aircraft fitted with foreign engines which embody a high percentage of British equipment." Foreign-designed equipment scheduled for manufacture in Britain will from next year also be eligible for inclusion in the exhibition, provided a licence to produce the equipment has been signed by an SBAC member company. The 1966 display and exhibition will open on Monday, September 5, and continue until Sunday, September 11; the final three days will be open to the public. statement added, "and a number of em- Ferrantt for the Phantom... The SBAC has now confirmed that the ployees will be interviewed and offered The first of the long-awaited contracts Society's exhibition and display will be situations in other divisions of the cor- for British-designed and -built systems held regularly every two years, alternat- poration." Vauxhall Motors would for the UK Phantom is announced. The ing with the Paris Salon. acquire the factory premises and offer contract, awarded by McDonnell Air- jobs to many BAC employees, and craft Corporation to Ferranti and wortfl BAC Luton to Close English Electric would also be offering £1.75 million, will cover the supply <» The Luton factory of British Aircraft employment. a miniature inertial navigator together Corporation is to be closed in July 1966. with a very advanced digital computing Announcing this on December 8 the Do31 Roll-out and weapon delivery system. If the ex- company stated: "BAC announces with The first of two Dornier Do31E pected number of Phantoms is ordered, regret that, as part of the reorganisation V/STOL transport prototypes was rolled further contracts, bringing the total value following the TSR.2 cancellation and in out at Munich-Oberpfaffenhofen on to about £9 million, will be placed tor line with the national policy to reduce November 30. The aircraft, designated this equipment, which will equip trie the size of the aircraft industry, they El, is unlikely to be fitted with its com- F-4M aircraft for the RAF. . cannot continue to employ the present plement of eight Rolls-Royce RB.162 lift The heart of the system is the mertiai labour force and fully use the existing engines for initial flying, which is navigator, which began as a company facilities of the group. They have there- expected towards the end of the month; private venture at Edinburgh. Similar fore no alternative but to close the Luton instead, it will be flown conventionally equipment is being developed for w factory, a decision which has been taken on its two Bristol Siddeley Pegasus 5s. Concorde and Hawker Siddeley P.n-"- with great reluctance in view of the fine The structural test specimen and record of the factory. . . ." second prototype are designated E2 and ... and Cossor Transponders Possibilities of alternative employment E3 respectively, and the latter will pos- A contract for the supply of trans were being explored by the company, the sibly be the first of the two prototypes ponders for the RAF Phantoms M» to begin VTOL flight. Some 250 research been placed with Cossor Electronics flights have already been made with a Ltd (Radar Division) by the MoA. in MEA'c JET ORDER IMMINENT initial order, worth £175,000, will_ apply hovering rig, powered by four Rolls- n Air Transport, page 1033 Royce RB.108 lift engines, as part of to the first year's production; fu« * GEMINI 6 POSTPONED the Do31 research programme. Hawker orders are expected. The «l Spaceflight, page 1060 Siddeley Hatfield have a big technical itself is built to a more stringent i fication than the corresponding Amen B-lll ORDERED FOR SAC stake in the Do31 and its proposed Defence, page 1058 developments. equipment fitted to US Phantoms. \ H1GHT International, 16 December 1965 1029

First Atlantic Deliveries Endurance Buccaneer The first of the 20 Breguet 1150 Last week a Royal Navy Buccaneer • Atlantic long-range ASW aircraft ordered F.2 strike aircraft flew for 8hr 40min, SENSOR by Germany was handed over to the with two in-flight refuellings from an By January I Boeing is expected to West German Defence Minister, Herr RAF Victor tanker, for the purposes of a announce a decision to go ahead on the Von Hassel, on December 10. The cold-soak test of the airframe. Both re- 747 long-haul, low-cost airliner. This presentation was made by the French fuellings were made above 30,000ft. entirely new up-to-400-seater will be Armed Forces Minister, M Messmer, at powered by four 30,0001b thrust Nimes-Garons Naval Air Base. The first Over 100 HS.125s P & W STF-200 turbofans and will be of 42 Atlantics ordered by France was Since mid-October Hawker Siddeley ready for service in 1970. As a result of this decision the company is not simultaneously presented to the French has sold a further 22 HS.125s, bringing expected to proceed with any further Navy. the total on order to 103 aircraft. This long-haul 707 developments. encouraging increase in sales follows RAeS Awards intensive participation at the NBAA Los 'Discriminatory" multi-shot fire- Angeles gathering in mid-October by control systems, which can lock on to The following completes the list of several targets simultaneously, are the Royal Aeronautical Society honours and Hawker Siddeley's three North American distributors, who have now sold a grand subject of intensive work in the US. awards, the first part of which was given Doppler shift techniques are used to on this page last week (see also pictures total of 77 aircraft worth £18.5 million. deduce which among the target below): — Almost 50 HS.125s have been delivered aircraft is most threatening, and the British Gold Medal for Aeronautics A. A. and production at Chester is at the rate first missile is then launched at this Lombard, director of engineering, Aero- of five aircraft a month; seven per month target. Engine Division, Rolls-Royce Ltd. will be built from January onwards. New orders will now be delivered by Air Cdre G. J. "Taffy" Powell, until British Silver Medal for Aeronautics July managing director of Bahamas Wg Cdr R. P. Beamont, director, British mid-1966. Airways, is to be a director of Invicta Aircraft Corporation, Preston Division, for Airways. Air Cdre Powell thus returns his TSR.2 flight development. Douglas DC-10? to the car-ferry business, which he Wakefield Gold Medal R. E. Harding- According to US Aviation Daily, pioneered with Silver City 18 years ago. ham, chief executive of the Air Registration Douglas are believed to be on the verge Board. of announcing the DC-10, the double- One of the strongest pockets of resistance to the new MoA proposals R. P. Alston Medal Sqn Ldr H. G. decker 400-seater "C-5A technology" that weather radar should be fitted to Hazelden, chief test pilot, Handley Page development of the DC-8. (Boeing 747: all public transport aircraft is likely Ltd, from 1947 to 1965, for "his achieve- see Sensor.) to come from BEA. The cost of ments in flight-test work over many years." The same source quotes Mr George equipping the corporation's fleet of Alan Marsh Medal Lt Cdr J. G. P. Sanborn, Boeing sales director, as saying more than 30 Viscounts could approach Morton, test pilot, Fairey Aviation Division, that the 727-200—rival to the proposed £1 million. Westland Aircraft Ltd. Anglo-French airbus—will be in service A new method of project management Alan Marsh Award J. O. Goddard, wtih the first two customers, American Electronic Research Laboratory, Plessey is being adopted by the US National Company (UK) Ltd. and Northeast, in the autumn of 1967, Aeronautics and Space Administration and quantity deliveries will be available N. E. Rowe Medal D. L. Birdsall, for major space research and develop- University of Bristol, for his paper "Deal- in January 1968. "Major European city ment programmes. Each major project ing with Structural Non-linearities in pairs are the exact market type we have will now pass through four distinct Aerolasticity." in mind for the 727-200," he said. stages in sequence—advanced studies, project definition, design, and develop- ment/operations. FOR THE ADVANCEMENT OF AERONAUTICS Ferry range of the Spey Phantom will be 2,000 miles, and the improve- ments over the J79 version in terms At the RAeS Wilbur Wright Lecture last Thursday, delivered by Sir of payload range will be substantial. Alfred Pugsley (/eft), the annual awards were presented. We gave the With a 12,0001b payload, range will be first part of a detailed list on this page last week, and it is completed 800 miles in the "high-low-low-high" above. Here are some of the recipients of awards other than Honorary role, and 300 miles "low-low." Fellowships and Honorary Companionships: Below, left, the president. Sir George Gardner, hands the British Gold Medal to Mr A. A. Lombard; Rolls-Royce are expecting that the and Mr R. R. Jamison and Mr R. Stanton Jones receive their RAeS Spey 25 will accumulate no less than Silver Medals. Lower row, I to r: Wg Cdr R. P. Beamont, British Silver 450,000hr by early 1967. So far the Medal; Mr R. £. Hardingham, Wakefield Gold Medal; Mr H. G. engine has flown SO.OOOhr. Hazelden, R. P. Alston Medal; and Lt Cdr J. G. P. Morton, Alan Marsh Medal BO AC as well as Bofort, its new catering associate, may build hotels in an effort to encourage tourism for its services—but only if such hotels are "good for BOAC" and likely to make money. Bofort has recently been looking at hotel prospects in Bahrain, Mauritius, Barbados and another island in the Caribbean. Whether Mohawk Airlines will exercise their option on three more BAC One-Elevens, opt for a stretched version if BAC undertakes to develop one, or go for a new type entirely, will depend partly on a market research report by Dixon Speas Associates lodged with the Mohawk board on November 29. The feeling inside Mohawk is that a 100-seat aircraft may be required rather than more of the present 69-seat One-Elevens, par- ticularly if expansion of the local- service carrier to some regional trunk routes takes place. 1030 FLIGHT International, 16 December

Meanwhile back at question-time on delay in delivery, asked Mr John Rankin December 8, Mr Jenkins announced that (Labour, Glasgow Govan)? This gave the order for the maritime Comet should Mr Stonehouse a useful opening: "Critics be placed shortly. Preliminary work on of the British aircraft industry should the Anglo-French Jaguar was going note that these two aircraft ordered from ahead well, but we had not yet reached the United States are two months and parliament a stage when firm production orders " one month late on delivery because of a could be placed. The Minister went on strike in Seattle." KENNETH OWEN to promise publication of the Plowden This may have been a neat debating Report before the recess. point but to Mr Cranley Onslow (Con- One of the items dealt with by the servative, Woking) it was dodging the The approach of the Christmas recess, Plowden Committee was the position of issue. Was there not strong evidence that Plowden publication and F-lll opting- Short Bros; Mr Jenkins said he hoped to pressure was brought to bear on the ARB time was evident in last week's aviation make a statement about the company to change its mind on these aircraft? Mr business at Westminster. Many of the within a few weeks. Asked about the Stonehouse did not think that he could questions to the Minister of Aviation on Arthur D. Little report on Shorts pre- confirm that. If the Parliamentary Secre- Wednesday, December 8, were concerned pared for Mr George Brown, Mr Jenkins tary could not confirm it, Mr Keith with the second and third of these three described the report as "extremely useful, Stainton (Conservative, Sudbury and seasonal rites. though from the longer rather than the Woodbridge) pressed, could he deny it? Sir Ian Orr-Ewing (Conservative, shorter-term point of view." Mr Stonehouse could not, whereupon Hendon North) suggested postponing the Mr Stanley McMaster (Ulster Unionist, Mr Onslow gave notice that he would F-lll decision until the House had dis- Belfast East) asked about the allocation raise the matter on the adjournment—a cussed the Defence Review. Mr Eric of the final British subcontract work on fair indication that there is more to this Lubbock (Liberal, Orpington) suggested the Phantom and Lockheed C-130E air- particular matter. postponement until the House had studied craft. Mr Jenkins replied that some What was the Government doing to the Plowden Report. A very large tenders were still being assessed; the follow up the Mach 28 aircraft project majority of Members, Mr Lubbock said, closing date for certain other tenders had described by Dr Barnes Wallis to the was against taking up the option on the not yet been reached. British Association, asked Sir John evidence so far presented; the visit of The curious case of the airworthiness Langford-Holt (Con, Shrewsbury)? Mr Mr Kuss was very sinister, designed to certification of BOAC's Boeing 707/336 Jenkins suggested' that we had better get pressure the Government into taking freighters was raised by three Members. Concorde flying at Mach 2.2 first. wrong decisions. The Minister, Mr Roy Mr John Stonehouse, Parliamentary The previous day, Mr Frank Cousins, Jenkins, assured Mr Lubbock and the Secretary to the Ministry of Aviation, Minister of Technology, answered ques- House that "we shall not be pressurised said in reply that these aircraft would be tions about hovercraft. Mr Norman into taking wrong decisions by Mr Kuss issued with private-category Cs of A for Atkinson (Labour, Tottenham) asked the or anyone else." The next day the Leader the delivery flight to England, "where Minister to restrict the hovertrain of the House, Mr Herbert Bowden, an- some final modifications will be made development programme. Mrs Shirley nounced that a short debate on "the with a view to the issue of a full certifi- Williams (Labour, Hitchin) asked him to aviation aspects of the F-lll aircraft cate of airworthiness." The Air Registra- accelerate the hovertrain development option" would take place on Monday, tion Board was concerned with certain programme. Life is not easy for Mr December 13. stall characteristics, he added. Why the Cousins these days.

a remark of mine last week about the of-the-Mirage IV borders all the time first flight of the RAF VC10. Apart from on unreality." Its point was that the a report in The Times, I said, the event protagonists did not know the true merits "went nationally unnoticed in a flurry of the aircraft, or even if they did, "The of bag-packing for Texas." The flight first thing to decide is not which aircraft was on a Friday and the correspondents to buy but whether we want either." No were not leaving for Texas until the fol- such uncertainty was evident in a letter lowing Tuesday so my phrase was more in the Telegraph from Marshal of the colourful than accurate. Stuart for one RAF Sir John Slessor, who thundered: ROBERT BLACKBURN tells me he was doing a pre-arranged "The choice of a new aircraft for the interview with Wing Commander Elwin RAF cannot be determined by political Are journalists unusually sensitive to of Cambrian Airways, published the fol- or industrial considerations, or those of criticism? Bernard Levin, the Daily Mail lowing Monday, and he adds "I'm sure dollar exchange—important though all columnist, thinks many of them are. that all my colleagues had some other of these might be." Mr Jeffrey Qui"> Commenting on the statement by Lord perfectly valid aviation excuse for not modestly forbearing to trade on his own Devlin, chairman of the Press Council, being at Weybridge." Incidentally, I also connection with any past achievements that jury-awarded libel damages have learned from Stuart that the air corres- of the RAF, expressed polite disbelief "got out of hand," Levin says ". . . it is pondents invited to Fort Worth were to on behalf of BAC that either political or the spate of libel actions by journalists have flown to New York by Super VC10 industrial considerations could be ignored. in recent years that has helped to encour- but there were no seats available. The "Air-Staff-must-be-right" argu- age those who have been awarded the Writing to the Financial Times, Mr ment was advanced in The Times last huge damages." In Levin's view, which J. R. Hoult calculated that the MEA Friday by Mr W. J. Taylor: "Considera- I support 100 per cent, "A profession Super VC10 deal would go through if tions of security, and the convention that engaged to a large extent in dishing it an estimated British apple-eating popul- Government servants must not engage m out should not ... be so ready to sue ation would eat a maximum of 3s worth public debate, prevent the Air Staff from when somebody dishes it out to them; per head per year and he exhorted: setting out openly the operational and I have frequently said that I can think "Come on, gentlemen of the Govern- time-scale arguments which apparently of no circumstances in which I would ment—fingers right out this time—don't lead them to favour the F-lll A. 1° bring an action for libel, and I think it 'fritter' this one away. Let us see one which the only reply can be that would be no bad thing if a few of my of the fruits of the British aircraft in- security system which protects servant colleagues were to adopt the same atti- dustry exchanged for the fruits of the from accounting for their actions ana tude." Now James Stuart of the Evening Lebanese." allows them to impose policies wnicn Standard is a good reporter and a fair- The Guardian, in its leader of Decem- may be right but are not seen to e minded man, so I know he is not being ber 9, observed that the "debate between right is one which turns servants into unduly sensitive in taking exception to the friends-of-the-FlllA and the friends- masters. (LIGHT International, 16 December 1965 1031 SBAC PRESIDENT ON AEROSPACE POLICY

PEAKING at the Air League's annual "policy" luncheon beginning to acquire the basic skills. It was clear that the aero- in the Mansion House, London, on December 8, Lord space industry was a growth industry par excellence. S Caldecote, president of the Society of British Aerospace To allow the industry to decline, Lord Caldecote stressed, Companies, amplified a number of points from the new SBAC would be an act of the gravest irresponsibility. This did not policy statement reported on page 1032. The aerospace industry mean that the present size of the industry was sacrosanct. was dependent to a great extent on political decisions and "But in no circumstances should we plan to contract in res- received a large part of its income from the Government, he ponse to some half-baked idea that the resources could neces- said: the industry was in no way ashamed of this, "though sarily be better used elsewhere." we may regret the consequences which flow from it." International collaboration in both development and produc- The cycle of aircraft development from conception to full tion led to sharing the risks and costs of development and at production was 6-10 years, but the political cycle—with least to a ready market in the countries involved; it was sound annual estimating, changes of ministers and general elections— commonsense if wisely approached. But the attendant prob- was 1-5 years. These two were completely incompatible, and lems included "difficulty of ensuring that the management this had caused continuing difficulties and wasted effort in the structure is as efficient as that of our competitors, of preserv- past. Five years ago Sir George Edwards had said: "The one ing an adequate degree of national independence, and the thing above all others that it (the industry) cannot survive is ability to go it alone if necessary, and so to influence the instability and uncertainty," but this warning had gone choice and design of future projects." unheeded. Concerning organisation both within the industry and within The most important outcome from the Plowden Report and the Government, Lord Caldecote said he believed that the the Government's consideration of it was not only an accep- industry had "an efficient grouping which, with wise leadership tance of the value of the aerospace industry to the nation, but and stable Government policy, could continue to serve the also a clear indication of what the Government's contribution nation well." Further changes would achieve nothing in them- would be toward the solution of the many outstanding prob- selves and could well do harm unless they were accompanied lems. "Not least of these is the removal of uncertainty and the by a stable, determined policy aimed at keeping Britain in establishment of a stable policy in which the degree of flexi- the forefront of aerospace development, which would lead to bility is consistent with the technological timescale." production orders for all sections of the industry. On the The Government's contribution alone could not ensure a Government side, whatever the advantage of the present prosperous aerospace industry; it was necessary also that the Ministry of Aviation set-up—and there were many—"the lack industry should be efficient. It should be "an industry which of direct relations between the Services and industry is a can continue to work at the frontiers of knowledge, to produce severe handicap which must be removed." Any merger between new ideas ahead of its competitors, to estimate accurately, to the Ministries of Aviation and Technology would lead to a control its costs, and above all to produce competitive products further weakening of these ties and would be viewed with at the right time which will meet both our own needs and the gravest concern. those of our customers overseas." Government and industry were the two principal partners. There was also a third group who could do much to nullify or to reinforce the work of the Government and industry. This group comprised "all those whose actions or words influence AIR LEAGUE SPEAKS UP the confidence of our overseas customers in our products." The action of BOAC in casting doubt on the value of the VC10 NEW phase in the life of the Air League, marking a more not only lost an outstanding opportunity for the airline to cash- A active campaign to support British aviation, was described in on the popularity of the aircraft, but also damaged the pros- by spokesmen of the league at a Press lunch in London on pects of the aircraft in the export markets. Never again should December 6. As briefly reported in last week's issue, two such an unsatisfactory situation be allowed to develop. specialist committees have been set up, one concerned with "Actions like this," Lord Caldecote continued, "together defence and the other with parliamentary, Press and public with cancellations, delays and failure to exploit British initiative relations. in such fields as VTO and variable geometry; and, more Reasons for the league's new look were outlined by the recently, large-scale purchase of foreign aircraft, have also chairman, Sir Archibald Hope. Following the unsettled state of shaken confidence in the industry." To support the products of Britain's air defence policy and aircraft industry, he said, the British industry to the maximum possible extent was not just council had decided to make the league more active in support- good patriotism but good hard-headed commercial common- ing British aviation. "It was decided that it should speak up sense. more strongly in these times of crisis, when our great heritage When all the arguments for and against an independent seems likely to be lightly thrown away." British aerospace industry had been deployed, "we all recog- The two new committees would put across the league's views nise that survival is only possible—indeed, it is only desirable "factually, forcefully and as promptly as possible." The public —tf the skilled manpower and expensive facilities employed relations committee was chaired by Dr Kenneth Bergin, and its meet a vital requirement which cannot be met more efficiently members comprised Mr Peter Brooks, the Earl of Gosford, Mr m any other way." Without doubt a twofold requirement existed Freddie Gillman, Mr Thurstan James and Gp Capt Douglas today: the need for defence equipment and for exports. But Bader. Mr Humphrey Wynn had been appointed fulltime could the aerospace industry make a contribution to the public relations officer. country's economic strength in the future commensurate with Sir Archibald went on to give the league's views on current we big investment involved? Apart from defence, there was aviation issues. "The league has continuously supported the lo doubt that air travel would become increasingly important Concorde supersonic airliner project," he said, "has fought ovw the next 50 years and that the demand for passenger and successfully for its survival and would do so again. Unfor- height capacity would continue to expand. "Though the way tunately, its equally vigorous efforts on behalf of TSR.2 were ahead in space is less clear I am also convinced that activity unsuccessful. •J1 space communications, in research and, in the more distant "It views with alarm the lack of Government requirements tl)ture, in space travel will steadily increase." for the aircraft industry. Apart from some encouraging Minis- Success in these fields would always demand high scientific terial remarks about the Black Arrow satellite launcher, we ?nd technological skill. Countries such as Britain which had do not know of any new orders in the pipeline. •"vested heavily in the training of the manpower and in the "The league agrees with European collaboration where the fquipment required and had long practical experience would UK can usefully combine its skill with that of another country, be more successful in this than countries which were only now not because there may be political reasons for such collabora- 1032 FLIGHT International, 16 December (945

AIR LEAGUE SPEAKS UP ... ment may decide to do with the Ministry of Aviation, we need to be assured that aviation matters will still be dealt with at tion. ... It supports the development of jet lift for military the highest political level." purposes. ... It believes that both our State airlines and all the On the subject of education, Mr Ivor Bowen described three* other British airlines should fly British, and therefore supports activities which the league had sponsored. Junior flying groups i the developed Super VC10 (Superb). . . . had been set up, a source book for teachers was being pre-! "It welcomes the Government support given to a promising pared, and a film depicting the role of aviation in everyday life j private-venture aircraft like the Britten-Norman BN.2 Islander was being made. Rapide-replacement. It will continue to support the private- Dr Bergin said that his committee would, among other things, I flying movement, giving practical assistance to the formation stimulate parliamentary questions and interview MPs, ministers! of groups where young people can learn to fly cheaply. and parliamentary aviation committees. "We feel in the past the I "It believes that British space effort should be devoted to Air League has perhaps not been aggressive enough." In reply the spheres of communications and weather forecasting, the to a question Dr Bergin said "We intend to lobby MPs ruth- only two in which there is likely to be a useful return for the lessly." expenditure involved. . . . The Air League had submitted evidence to the Plowden "We believe that the Government should give every possible Committee through the National Aviation Council. This had kind of support to underdeveloped countries for the purchase dealt mainly with Treasury/Ministry of Aviation financial of British aircraft. . . . We consider that, whatever the Govern- arrangements. KEEP BRITAIN FLYING! NDER this heading the Society of British Aerospace Exports Since the end of the war, the British aerospace in- U Companies last week published a booklet emphasising dustry has earned more than £1,600 million in foreign currency, the vital necessity for a strong British aviation industry. The and exports are again on the upswing. Exports for the first Society's president, Lord Caldecote, says in a foreword that ten months of this year (£107 million) exceeded the 1964 12- the booklet does not attempt to anticipate the conclusions of month total of £90 million, and the latest figure for firm export the Plowden Committee or to deal with the political issue of orders is a record £175 million. public versus private ownership. Its purpose, he points out, "is Exports are only one side of the industry's contribution to to state as simply as possible the facts upon which we base the balance of payments. If we did not build our own air- our opinion that Britain needs a strong aerospace industry." craft, missiles and equipment, we should have to import them, We reprint the booklet in full below. and would then be spending more foreign currency at the same time as earning less. Why Britain needs a Strong Aerospace Industry Civil air transport is one of the world's major growth indus- The tasks of Britain's aerospace industry are: — tries, generally expected to continue expanding at about 12 per (1) To provide equipment for the armed services and airlines cent per annum, and Britain cannot afford to be left out of of the country. the market for new equipment. (2) To contribute to the British economy by— The world military market for aircraft and missiles is still (a) helping the balance of payments situation by produc- expanding and the British share of this market could be ing civil and military aircraft, aerospace equipment, aero enlarged by paying more attention to "exportability" when engines, weapons and associated equipment which, in addi- deciding military specifications. tion to being useful in this country, are saleable abroad; The fact that other countries such as Germany and Japan (b) keeping Britain in the forefront of technological pro- have hitherto built up their exports in fields other than aero- gress, and thus providing valuable knowledge and materials space activity is no reason for Britain to abandon her advan- for British industry as a whole; tage of experience and resources in this highly specialised field. (c) providing a training ground for technicians and crafts- Exporting aerospace products may not be easy, but any men having the high level of skill that has always been assumption that the effect of cuts in aerospace exports could one of Britain's most important assets. somehow be made good in other sectors of the economy is (3) To maintain sufficient resources to ensure that Britain is not valid. not dangerously dependent on foreign equipment or tech- It is sometimes suggested that our industry should concen- nology so far as defence is concerned. trate on civil aircraft, while military needs are met by overseas purchases. But a balanced British military and civil industrial Defence The nature and extent of defence requirements is a programme is required to achieve the technical and financial matter for decision by Government, not industry. The Govern- background necessary to match our competitors who are ment must decide what it needs and where it will get it. active in both these fields. But whatever the military commitment, it is vital for the There is no dispute over the fact that the economic future nation to consider carefully the political, strategic and of Britain depends on expanding exports by advanced tech- economic repercussions of buying abroad. The purchase of nological industries in which native skill, both in design and arms from abroad at apparently favourable prices has imme- manufacture, is the principal asset. This is the prime charac- diate economic attractions, but longer-term there are serious teristic of the aerospace industry, and Britain's future rests on drawbacks. It would be naive to assume that further "special selling products which are ahead of anything mere copyists introductory offers" are likely to be forthcoming from abroad can offer. A change to some alternative sphere of advanced when the United Kingdom has lost the bargaining power of technological activity could hardly be any less demanding, and choice. would waste 50 years of experience and achievement ID Politically, dependence on foreign sources of supply places aviation. British defence in foreign hands to a much greater extent than is commonly realised. There have been occasions upon Technology The British aerospace industry has advanced which the policies both of the United Kingdom and of other the state of the art far more effectively than its rivals, with countries have been undermined by interference with supplies an impressive lists of "firsts"—the gas turbine engine, radar, of imported equipment. automatic landing, jet vertical take-off aircraft and engines, The building of foreign designs under licence has a super- hovercraft, swing wing aircraft, the angled flight deck- tne ficial appeal as offering the best of both worlds—building our steam catapult, the first jet and turboprop airliners to enter own equipment, but letting someone else foot the research and service and the first transatlantic jet service. development bill. Britain cannot do everything and in some It is because of these achievements that British views are specialised fields licensing makes sound sense, but it tends to still respected and British products still purchased aboa • reduce British export prospects and does not sustain the These achievements have gained for Britain far more han creative technological ability without which no industry can, just prestige. over a long term, prosper. Concluded at foot of P«* 1052 International, 16 December /96J 1033

AIR TRANSPORT

DB265 DECISION SOON? return fare, accommodation, meals and ground transport The A STATEMENT on the possible future of the "super" Super flights would start in May. Caledonian is the first non- VC10 (alias the DB265) will be made "as soon as possible" American airline to be given a CAB transatlantic IT permit after consideration of the market survey in conjunction with and President Johnson said that the flights would help his the recommendations of the Plowden Committee's report. This "Visit USA" programme. was said last week in the House by the Minister of Aviation, Caledonian are keenly developing the transatlantic IT market Mr Roy Jenkins. He commented that the Government was with flights originating in Europe and on the seaboards of "quite determined not to be responsible" for this aircraft the USA and Canada. The company recently ordered a Boeing "unless it is a successful, well worthwhile project. If it is, I 707-320C for this and other work (see last week's issue, page shall be glad to go ahead." Mr Jenkins repeated (see Flight 999) but delivery is not scheduled until the spring of 1967. for November 25, page 879) that the market survey was con- An application from Caledonian to operate a scheduled service fidential and would not be published. network between Scotland and eight points in Europe has gone to the ATLB. THE LAST ROUND? AS this issue closed for press it was expected that the visit to REVIEW OF CONCORDE COST-SHARING? London this week of Sheikh Najib Alamuddin, chairman of THE Treasury proposes to invite the French authorities to Middle East Airlines, would be the closing move in the drawn- take part in a review of the cost-sharing arrangements for the out story of the airline's long-haul jet order. It was understood BAC/Sud Concorde and the "different systems that might be that the decision had been made to order three Super VClOs practicable or desirable in particular circumstances." This was with an option on another two. Signing of the contract hinged among the points made by the Treasury and the MoA in a on a request for a special British import quota for Lebanese Minute {Cmnd 2845) published last week on the Reports from apples to about 10 per cent of the total value of the Super the Committee of Public Accounts, Session 1964-65. VC10 deal. According to the Financial Times MEA emphasise The Minute, in so far as it relates to Concorde development, that the deal in no way implies a barter arrangement with says:— part of the aircraft being paid for in apples. The airline merely "The Treasury and the Ministry of Aviation have taken careful wants to be able to tell the Lebanese Government that, in note of the Committee's views. ordering from Britain, it has been able to improve the present "The Committee expressed doubts about the value of the initial unfavourable trade balance which the Lebanon has with estimates. At the time the agreement was signed the project was Britain. at a very early stage and the estimates of cost were necessarily of a provisional nature. This was fully recognised by both the British and French Government. It was nevertheless decided, as a matter CALEDONIAN US ITs IN MAY of policy, to conclude the agreement at that stage. Since then the estimates of the cost of the project have been revised thoroughly AS reported briefly in last week's issue (page 999) Caledonian taking account of the detailed work that has been done by the main Airways have been given CAB approval to operate 14 trans- contractors and sub-contractors over the intervening 2-J years. atlantic charter flights between April 1 and October 31 next "The Treasury and the Ministry note the Committee's concern year. Mr Adam Thomson, chairman of the airline, said that at the risk of inefficiency in the cost-sharing arrangements. The flights from London and Prestwick (using a fleet of six Brit- implementation of these arrangements is kept under constant annia 312s) to New York, Boston, Washington and the Niagara review. This procedure ensures that prompt action would be taken, Falls area would be at an all-in cost of about 155gns covering Ovtr to paca]IOM

Pacific Southwest Airlines, the California intra-state carrier, had five of their six Boeing 727s in service before the end of Ian month Sadia's fourth Handley Page Herald left Radlett early last week. This was the first Herald to be seen in Britain in the livery of the carrier and with a Brazilian registration. Sadia has five Heralds on order

AIR TRANSPORT . . . summer-season operations starting at the beginning of May. Continental will be releasing them as DC-9s enter service. in conjunction with the French authorities, if a serious conflict Channel will re-furnish the 812s as 80 seaters and proposes between the objectives of equal division of work and efficiency were also to have all eight of its 701/707s in service. Two of these to come into question. are at present on lease, one each to British Eagle and Bahamas "As regards the Committee's comments about the conclusion of Airways, and some others have been laid up for the winter. contractual negotiations, the Treasury and the Ministry are deter- Channel will thus eventually have an operating fleet of 19 mined that this should be done. Viscount 812/701/707s. "The Treasury and the Ministry have carefully considered the Committee's recommendations that an independent investigation should be made of the advantages and disadvantages of the sharing system provided for in the agreement. While it is accepted that further studies in this field might be useful, it would not seem Cat 2 ILS for Heathrow On January 13 next year the MoA appropriate to undertake them on a purely national basis. It is will clear the ILS serving Heathrow's runway 10L to ICAO proposed, therefore, to invite the French authorities to participate Cat. 2 standard—allowing aircraft suitably equipped to land at an appropriate stage in a review of the considerations relevant in i-mile RVR and 100ft cloudbase. to the determination of cost-sharing arrangements and the different systems that might be practicable or desirable in particular circum- stances. BAA's Information Officer No public relations or chief information officer has yet been appointed by the British Air- "The Treasury and the Ministry note that future Committees of Public Accounts will wish to follow the progress of this project ports Authority. Mr Philip Gordon Marshall is to be design with particular attention." adviser to the authority and not, as reported by Sensor last week (page 995), the chief information officer.

BEA's CONSUMER DIRECTOR Tenerife Crash There were no survivors among the 28 pas- CHOICE of the BEA board member to look after consumer sengers and four crew of a Spantax DC-3 (EC-ARZ) which interests was announced last Friday. Mrs Alison Munro, 51, crashed on a hillside near El Ortigal soon after take-off from former Under Secretary, Overseas Policy Division, MoA, Tenerife's Los Rodeos Airport, Canary Islands, on December 7. and now headmistress of a girls' school, is to join the board The passengers were flying on a day trip to Las Palmas. on a part-time and consultative basis. Mrs Munro had a long and distinguished career in the Civil Service, culminating in Next Qantas Chairman Australia's Minister of Civil Avia- the post which involved her in the negotiation of international tion, Senator Henty, last week announced that Sir Roland traffic and other rights and which she left at her own wish Wilson would succeed Sir Hudson Fysh when he retires as some two years ago. chairman of Qantas at the end of June next year. Sir Roland The Minister said last February that he intended to appoint has been Secretary of the Treasury since 1961 and a Qantas a BEA member to look after the interests of domestic pas- board member for 12 years. The appointment, following a sengers. The possibility that this member might be a woman recent Government decision, will be on a part-time basis. was forecast by Sensor last September. More Freighters for Pan American . . . Eight more Boeing 707-32 lCs have been ordered by Pan American, bringing its CONVERTIBLE SUPER VC10 total fleet of long-range all-cargo aircraft to 21. Together with IN comments under the heading "The $22 Million Dollar six Boeing 727QC mixed-traffic medium-haulers on order for Question" in last week's issue (pages 997-998) we said that delivery in summer 1966, Pan American has a larger fleet ot "there is, no such thing yet as a firm convertible passenger- jet freighters in service or on order than any other airline. freight version" of the Super VC10. In fact East African Air- The total freight capital commitment is $144.5 million (£51-6 ways placed an order for three convertible passenger-freight million). Super VClOs in March this year for deliveries starting in August 1966. This version incorporates a 140in by 84in upward- . . . And for Trans Caribbean Airways Two more DC-8-61r opening, side-loading freight door on the left-hand side of the long-haul jet freighters have been ordered by Trans Caribbean forward fuselage; a freight-handling system is also to be Airways for delivery in 1967. The airline already has one installed. Large components are now in assembly at Weybridge. DC-8-61F on order; a fourth aircraft is on option. The airline has also ordered two DC-9-30s for mid-1968 delivery.

CHANNEL'S PACKAGE VISCOUNT DEAL United and the SST The chairman of United Air Lines, THE negotiations for the purchase by Channel Airways of the Mr W. A. Patterson, said in Washington last week that ws whole of Continental Airlines Viscount 812 fleet were con- airline would decide whether to buy an SST "when we see tM cluded early last week (see Flight for December 9, page 999). product." He thought that the FAA deposit scheme was The Southend-based carrier is to take over not only the 11 primarily designed to create Congressional enthusiasm f°r ™ Viscounts and spares but all supporting ground equipment SST and meant nothing. "If you called them [the operators from the US carrier. Delivery dates are not yet firm in detail, who have given the FAA deposits] tonight to make a decision, but Channel plans to have three of the 812s in service for its 90 per cent of them would have apoplexy." flJGHT International, 16 December 1965 1035 BOAC-Cunard Agreement Published FTER about three years of resistance, BOAC and the In the event of BOAC-Cunard "making a profit on revenue A Cunard Steam-Ship Co agreed last week to the publication account in any year, after proper provision for obsolescence, of the full text of the BOAC-Cunard agreement (see, among such profit shall be applied in the first instance to the declara- many other earlier references, Flight for November 18, page tion of a dividend on share capital up to a figure of 6 per 8451. A copy of the agreement was placed formally in the House cent in any year before any sums are carried to any reserve of Commons library. The agreement will be printed in full account." in a later issue of Flight; the following is an outline. BOAC would sell to BOAC-Cunard eight Boeing 707s, with The agreement lays down that BOAC-Cunard share capital spare powerplants. Cunard would sell to BOAC-Cunard two shall initially be £30 million—70 per cent from BOAC and Boeing 707s, plus spare powerplants. 30 per cent from Cunard, "partly in cash and partly in kind." BOAC-Cunard would lease to BOAC all aircraft, spare Cunard would cease to provide any airtransport services to engines and powerplants for a sum per annum equal to "the the agreed area of operations, or to areas through which the obsolescence charge in respect thereof in the books of the company's or BOAC's services operated except within Europe. company." The Cunard Eagle group of companies might continue to Subject to various clauses, BOAC would produce and sell operate charter flights anywhere in the world, but not in the to the company—and the company would exclusively purchase agreed area unless the company {BOAC-Cunard) did not wish from BOAC—"all the aircraft flying hours required to enable to undertake the flight in question. In its turn, BOAC would the company to provide the company's services." not provide air transport services to the agreed area but would Cunard recognised that certain VC10 and Super VC10 air- be "free" to provide air transport services which transit the craft, which BOAC was already committed to buying, would agreed area. provide flying hours to supplement the company's fleet.

BOAC had to publish its forward budgets this would be of BOAC's NEW CAPITAL PROBED-1 considerable value to its competitors. In any case, he had AFTER the new bill to wipe out BOAC's deficit was given its inherited a position in which, in 1964, "a great deal of damage second reading in the House of Commons on November 22, was done to British aviation." He had been determined to reach it passed into the committee stage. There have been two a settlement that would not "repeat the running row between sessions, one on December 2 and the other on December 7. BOAC and the Ministry." [To be continued] The Government's proposals were probed constructively and in great detail. We propose to summarise the proceedings in this and subsequent issues. SURVIVAL EXTRAORDINARY Mr Robert Carr, the Opposition aviation spokesman, sug- FULLER reports of the mid-air collision accident over North gested that the proposed £30 million reserve for BOAC should Salem, New York (see last week's issue, page 999), demonstrate be reduced to £20 million. He pointed out that last March, the remarkable feats of airmanship by the two flight crews when the total £110 million write-off was first proposed by the concerned. The collision occurred at 10,000-11,000ft. The Minister, the accumulated BOAC deficit was £90 million. Hence TWA 707 (N-748T), assigned a flight level of 11,000ft, was on it had been assumed that the proposed reserve would be its way in to New York Kennedy after a transcontinental flight £20 million. But since then BOAC had published their profit- from San Francisco; the Eastern Airlines L-1049 (N-6218C), able 1964-65 results, which had reduced the deficit to £80 assigned 10,000ft, was on the shuttle service from Boston to million. Mr Carr agreed that the reserve figure was a matter New York Newark, NJ. The 707 lost all the port wing out- of judgement—but now the Minister's judgement seemed to be board of the No. 1 powerplant, and suffered other damage, that the reserve should be £30 million, a 50 per cent increase. but was landed successfully at Kennedy. Only one person Why? among the 51 passengers and seven crew, a stewardess, was Mr John Stonehouse, Parliamentary Secretary to the Ministry slightly hurt. The L-1049 was more seriously damaged, but of Aviation, said that on March 1 "we were not, of course, in was brought down in twilight to a crash landing on the NY- a position to know exactly what the amount [of the profit] Connecticut border. It caught fire and many were injured would be." In any case, he said, the Bill gave the Minister or burnt but only four of the 49 passengers and crew of four power to "claim back" excess reserves. on board lost their lives; one was the captain who went back Mr Keith Stainton, for the Opposition, challenged Mr into the passenger cabin to supervise the evacuation. Stonehouse's statement that on March 1 BOAC did not know exactly what its profit on March 31 would be. He thought this was "an electrifying statement." Mr Carr said that every company made forecasts, and that if The extent of the damage to the TWA 707 can be seen in this picture BOAC did not know in the last month of its financial year what taken soon after it had landed at Kennedy International following the its profit was going to be, "it is high time that the management collision with the Eastern L-1049. (See "Survival Extraordinary" above) was changed." He would be surprised if, in fact, BOAC had not told the Minister what its profit was going to be. Sir Arthur Harvey noted that PAA and TWA "publish their reports quarterly to the whole world and down to one dollar." Mr Carr said the Bill was necessary "largely because BOAC Went bankrupt," and that without the taxpayer it would have 8<>ne into liquidation. It was therefore necessary, when starting 11 UP again, not "to start it off in a financial environment of ease which is not applicable to ... many of the great airline c°mpanies with which it has to compete." It was, he said, more usual when a company wanted more money to have to justify ". not to be given perhaps more than it needed and told that if jt proved too much it would be clawed back. That was "the "P^t incentive to management" to prove that it had not been 8'ven too much. Mr Roy Jenkins, Minister of Aviation, said that the "claw- back" could not be decided without consultation with BOAC; °"e had to assume some confidence and concensus of view ^tween BOAC and the Minister. Mr Jenkins added that if 1036 FLIGHT International, 16 December 1% ance in the broadest sense and—ultimately—his concern wit] the cost of operational accidents, particularly those caused b structural failure. In the final part of his paper Sir Alfred put forward tfa theory that the ratio of structural to other accidents woui( eventually be limited by public reaction. This reaction would in turn, result in an optimum size of passenger-carrying air craft.

STANSTEO: MINISTER'S MIND OPEN ALTHOUGH Sir Milner Holland, oc, put forward a firm cas for the Ministry of Aviation's choice of Stansted, Essex, as London's third airport, he told the public inquiry last week that the Minister had written to the chairman of Essej Mr G. H. G. Threlfall, managing director of Autair International, signs County Council saying that: "I can give you my firmest pos- the contract for two HS.748s (see "Flight" of December 2, page 949) sible assurances; my mind is not closed to possible alternative which are to be delivered in March next year. With Mr Threlfall (left) sites." Having said that, Sir Milner then put forward the main is Mr Humphrey Wood of Hawker Siddeley requirements which Stansted met. These were: compatability with Heathrow and Gatwick as far as flight safety and route- AIR TRANSPORT .. . ing was concerned; access to London; and terrain suitability. The proposed airport would have a capacity of 64 aircraft per hour and would need two 12,000ft runways 6,000ft apart. THE WRIGHT MEMORIAL LECTURE Summing up, he said that the Ministry thought that Stansted A THEORY that an accident involving a large number of was the only site possessing the positive requirements for passenger fatalities, such as could occur to the 300-seater air- London's third airport Stansted would be used for both day bus, would, by public outcry, effectively ground the aircraft and night SST flights and local residents would experience the type indefinitely was put forward by Sir Alfred Pugsley, same noise effects as people living around Heathrow, although Professor of Civil Engineering at the University of Bristol at Stansted was more rural. the Royal Aeronautical Society's Wright Memorial Lecture on Referring to possible depreciation in property values in the December 9. In explaining his choice of subject, The Well- area if an airport were built, the district valuation officer for Balanced Structure, Sir Alfred observed that aircraft structures Reigate said that he could prove that there had been a slight had been treated only two or three times in the 53 years of increase in house values around Gatwick Airport after it had the Wright lectures. been built. He concerned himself not only with the conventional struc- The inquiry, presided over by Ministry of Housing Inspector tural problems of loads stresses and strengths, but emphasised G. D. Blake, opened on December 6 and 240 objectors are also the designer's problems in relation to aircraft perform- expected to be heard during the four-week sessions.

The Domestic-fare Hearings

N its last annual report the Air Transport Licensing Board The representative of British United (CI) Airways and BU ; I said—by inference if not in so many words—that sound (Manx) Airways told the board on the first day that revenues \ and well-supported arguments would be needed if the board on routes between the mainland and the Channel Islands were j was to consider future increases in British domestic fares. rising year by year, but costs were increasing at a faster rate j Last week, BEA, BKS, British Midland, Cambrian, Dan-Air and fares must go up. The peak Saturday fares in July and j and BUA associates went to the board to ask for such increases. September were already as high as the traffic would bear, so j BUA itself is also supporting the increases. British Eagle and any increase would need to come from increased fares on a private individual, Mr A. J. Lucking, objected to the increases. other days. For BKS, Mr C. J. Stevens said that his company BEA, the primary sponsor of the fare increases, changed was seeking increases of 6 or 7 per cent on their three routes the form of its previous approach to the board. The corpora- between the Channel Islands and Newcastle, Tees-side and tion pointed to the fact that wages had risen by 13 per cent Leeds/Bradford, with the exception of the peak Saturday fares (and prices by 11 per cent) since the last fare increase (apart which would remain unchanged. The first and part of the from that designed to cover the cost of the airport technical second day of the hearings had been devoted entirely to the service charge last year), but did not make this a primary UK-Channel Islands fares. British Midland was the last to point. Instead, BEA's argument was that the time had come state the case for increases. to start to make domestic services pay for themselves—and The board then heard BMA's submissions on fare increases that there was no longer any justification for the travelling from the Midlands to Glasgow and Belfast. Mr D. Sullivan public to be encouraged by uneconomically low fares to use said these services were used almost entirely for business travel these air services. and should therefore have the same fare all the year round. The proposed average increase of 6 per cent (maximum 7 BMA did not wish to increase the present summer fare o. per cent) was a first step towards making the domestic net- £7 6s to Glasgow, but wanted this to apply throughout the work self-supporting and no longer dependent on cross-sub- year and not be reduced in the winter. sidisation from the profits on higher-fare international ser- Cambrian Airways (Mr T. J. Da vies) asked the board to vices. The increases would allow the domestic network to approve fare increases of 6-7 per cent for services from Man- reach a break-even point (apart from interest payments) by chester to the Isle of Man and from London and Liverpool 1967-68. Losses on the services had, BEA said, already been to the Isle of Man and Belfast because rising costs had causea reduced to 2 per cent of total revenues before interest and to a steady reduction in the profits on these routes. In 1964, tn 7 per cent of revenues when allowance was made for interest network had shown a surplus of £62,000, which increased to payments. £87,000 in 1965; at present fare levels the surplus would drop In future, BEA proposed to base fares on the cost of pro- to £33,000 in 1966 . duction and the corporation did not consider that, today, The case for fare increases by British European Airway the necessary increases would seriously discourage traffic. A was outlined on the third and last day of the hearings, u three-point plan for reaching domestic self-sufficiency on most of the nicer points made by Mr J. Scarlett for BEA was tna» routes, apart from the Highlands and Islands network, included the time had come for the corporation "to stop selling Vova fare increases, an economy drive and a hard look at induce- notes for 18s 9d as we have been doing—and Eagle seem ment fares such as those on some routes in the winter season. have been selling them for 7s 6d." International, 16 December I96S 1037

TRANSPORT... ft/sec. A small movement of the top of the mast occurs under gusty high-wind conditions but the angular displacement of the light-beam axis is so small as to be negligible even INCREASING APPROACH SAFETY in the very narrow-beam Swedish approach-light systems. The light weight also enables one man to lower the mast simply [N tbe owners' manual of a typical US light twin the following by disconnecting one of the legs at its base and pivoting the instruction appears about the procedure to be followed in the mast about the baseline of the other two legs. event of engine failure on take-off: "If there is insufficient When greater heights than 60ft are required a similar runway remaining... close throttles... continue straight ahead, three-legged mast or masts can be mounted on a tubular steel turning to avoid obstacles if necessary." Most pilots would post which itself is hinged to a similar tubular steel post pve a sardonic grin on reading the last phrase; there seem to embedded in a concrete slab base. The upper steel post acts be obstacles in the undershoot and overrun areas of all run- as a counterweight when the alloy mast is lowered for ser- ways. The obstacles have to be there because of their function, vicing, which can be accomplished by one man using a rope. but they can severely increase the amount of any damage Servicing the alloy masts is kept to the absolute minimum sustained during an undershoot or overrun. Nobody who has because of the materials used and masts erected in 1951 at a seen an ILS aerial array on a runway's extended centreline, Swedish coastal airport having a heavy salt content in the air or, further back, the ever taller ranks of approach lights, can did not show any signs of corrosion 13 years later. So that fail to have wondered what would happen if an aircraft were they may be more easily seen the masts can be clad with a to be impaled on the projecting spikes. light aluminium sheet painted alternately red and white or Approach lights are usually supported on poles made of any desired colours. wood but reinforced concrete and even rolled-steel joists have Although these masts have been in use in Scandinavia now been used. The wooden poles are as stout as telegraph poles, for some 16 years no effort was made to export them or the often with a saw-cut near the base which is intended to impart idea until Atlas Lighting, some six years ago, acquired the tangibility. There are doubts as to whether such a saw-cut is world marketing rights and began campaigning for their wider effective in practice—in any case the cut cannot be made to use on the justifiable grounds of increased safety, easy main- an exact depth because of the impossibility of measuring the tenance and light weight. The Ministry of Aviation undertook bending moment of the pole. Even to balance such a wooden extensive trials of the masts and they are now in use at two pole, unanchored, on its end would constitute a hazard to an British airports—London (Gatwick) and Newcastle (Woolsing- aircraft because of the inertia of its weight alone. ton). Runway 23L at Heathrow is also to be equipped with To eliminate this hazard a light-alloy mast was designed the masts in the near future. some years ago by Svensson and Nyberg of the Swedish Royal Perhaps, eventually, pilots will no longer be faced with a Board of Civil Aviation. The mast is rigid enough to hold the spiky end to a misjudged approach or an aborted take-off. approach lights steady in winds of gale force and yet so Perhaps also the aesthetes will no longer be able to complain frangible that it collapses instantly if struck by an aircraft in of the telegraph-pole clutter which now exists at the end of so flight or on the ground. All Swedish and Norwegian airports many runways. Safety and elegance should please everyone. requiring mounted approach lights are equipped with this type of mast and, although there have been a number of strikes in both countries by undershooting aircraft, it is claimed that no material damage has been suffered by the aircraft Training Norwegian ATCOs Under an agreement with the concerned. Norwegian Directorate of Civil Aviation, International Aeradio Each mast consists of three light metal alloy tubes braced is to train Norwegian Air Traffic Services staff. with cross members of the same section which are clamped by stainless steel clips so designed that the mast will readily Airborne Inland Freight Treffield Aviation has started an collapse if struck by an aircraft. The maximum height for a inland air-freight service which aims to provide companies single mast is 60ft. Two or three masts may be fitted to the with fast freight transport between the large centres of popula- same base to effect the Calvert coded centreline, but in such tion. Two Avro 19s are being operated from Sywell and con- ases height is restricted to about 25ft. tract work, mainly, is being undertaken at present. Mr C. Mase- The weight of such masts, at 1.141b/ft, is markedly low; field and Lord Trefgarne, directors of the company, hope to despite this the mast can withstand wind speeds of up to 164 introduce a regular "parcels service" in the near future.

Left is the triple-mounted safety approach mast for the centreline of the Calvert system. The top half of masts is clad in thin dural so that it is more conspicuous. Below is the leading edge of the starboard wing root of DC-6 which struck several safety approach masts at Bromma, Sweden, during an undershoot. The dent at the wing root, to the right of the paint marks (which were unconnected with the incident) was the only damage sustained 1038 FLIGHT International, 16 December I96S

Page 1038 The Ministry's Safety Structure 1039 Jets are Safer—but Not Safe Enough 1042 Flight Safety Committee 1043 Safety for Service Aircrew 1047 Vital Weather Radar 1049 The Corporations and Flight Recorders

AIR SAFETY A "Flight" Special Feature

LTIMATELY, of course, under the constitutional lessons involved and to apply them to British air transport principle of Ministerial responsibility (and of the Civil operations. U Aviation Act, 1949) the Minister of Aviation is Being mainly concerned with "administrative" types of work, responsible for the safety of British air transport. Because of such as clearance of non-scheduled flights, registration of births this, each division of the Ministry has in some way an interest and deaths on UK-registered aircraft, and other non-direct in safety, whether it be connected with operations, manufactur- safety matters, the Aviation Charters and General Branch ing, licensing, or more directly, as in the case of accident (ACG) itself appears to have little relevance to the division's prevention and investigation. main responsibility. However, a further branch, Aviation The main burden, however, falls on a particular division Safety and General (ASG1) is responsible to ACG. ASG1 of the MoA, the Air Safety and General Division (AS&G), might appear to be tucked away in the hierarchy when it is which is responsible for, among other things, the establishment realised that it not only controls the expenditure of DSF and and enforcement of operating standards for both civil aircraft DSA (the two directorates) but is also responsible for the and personnel. Two other bodies, which work closely with financial control and associated administrative questions of AS&G but independently of it, are the Air Registration Board the ARB, the College of Air Training and the Flight Safety and the Accidents Investigation Branch (AIB). All three bodies Committee. Money being so inextricably tied up with safety, can call upon the Royal Aircraft Establishment and other ASG1 must be quite a powerful department for its size. Government research bodies to aid them in any particular The other, and probably best known, branch of the Ministry task. concerned with air safety is the Accident Investigation Branch, The Air Safety and General Division is split into three headed by the Chief Inspector of Accidents (CIA) who reports parts: the Aviation Safety Directorate, the Flight Safety directly to the Minister. Under the Chief Inspector there are Directorate and the Aviation Charters and General Branch. three Principal Inspectors, each heading teams of Inspectors Since March 1961 every operator of public-transport aircraft of Accidents. It is these teams which can be sent at very of over 5,0001b has been required to hold an Air Operator's short notice to any part of the world, if required, to begin Certificate issued by the Director of Aviation Safety. Before the often long-drawn-out process of searching and sifting, a certificate is issued DSA must satisfy himself that the interviewing and observing, which goes to make up a operator is competent to ensure safe operations having regard "accident investigation." They draw technical support from to the equipment of the aircraft, the supervision of training another AIB department having a Chief Investigating Officer and competence of the crew, arrangements for operations and about ten Senior Investigating Officers. This department including loading and fuelling, and (with the advice of the handles technical investigations for both civil and military ARB) the operator's standards of maintenance. To assist him, accidents. DSA has a force of Flight Operations Inspectors—most of them experienced airline pilots—who, by inspection, ensure Minister of Aviation that standards are maintained. While the operator remains responsible in law for the safety of his operations, the Ministry exercises supervision over all aspects of his operating organisa- AIB AS&G ARB tion. DSA is also responsible for investigating any alleged breaches of the regulations. DSA DSF ACGA- — SGI Additional effort to improve flight safety has been made by the appointment of a Director of Flight Safety, side by side Although the Chief Inspector of Accidents and his officers with the Director of Aviation Safety, with responsibility for form part of the Ministry of Aviation and co-operate w the development of an improved safety environment. A division Aviation Safety General Branch and other parts of the _Minis' of function between the two directorates is in many respects concerned with safety, their investigations are quite 'rK'e arbitrary because their work dovetails very closely. dent of the Ministry. They exercise their own statutory The main responsibilities of DSF are for airworthiness policy and report direct to the Minister. • n of and legislation and for aircraft-accident analysis (but not Finally, the Minister's powers relating to the certification investigation) and prevention. DSF co-ordinates the air- aircraft and standards of airworthiness are delegated to worthiness safety requirements of the ARB with the related Air Registration Board. This is an independent body i"^ ve operational safety requirements, issues Certificates of Air- porated as a non-profit-making company, which is 8° p worthiness, and approves flight manuals from the operational by a council representing aircraft constructors, airline ope safety viewpoint. The Flight Safety Directorate is also the and insurers of aircraft, with four independent members centre to which all incident and accident reports come to be opted by the board, and two nominees of the Minister' studied, analysed, and correlated in an effort to learn any of whom is a pilot. fUGHT International, 16 December 1965 1039 Jets are Safer—but not Safe Enough NCE in a while it is a good, astringent exercise to look average value of each jet is £1.5 million, this means that the straight at the facts of air Cransport risks and not to clothe insurance companies have had to pay out about £75 million O the figures in the results of some comforting calculation in claims—quite apart from those for repair in the other 95 or of statistical averages. The jet revolution has brought improved so accidents and in personal insurance. Assuming that the total •safety in terms of deaths per passenger-mile and other similar jet hourage is now nearing 13 million, there has been a total- yardsticks—but the fact remains that about 1,650 passengers loss accident every 260,000 hours and the direct cost of these and 265 crew members have been killed in jet accidents since accidents has thus averaged nearly £6 an hour. Again, assuming October 1958 when jets re-entered service after the Comet 1 that jets in 1967 will be flying for no more than 3 million disasters of 1953-54. A quick run through the tables on the hours a year, this total-loss rate is equivalent to one major next two pages will be enough to show that more than half jet accident a month. Even if the travelling public—comforted, of these passengers and crews might have been alive today perhaps, by the knowledge that a passenger will still be able if so much had not been demanded of flight crews and so to fly for about 500,000 hours before being statistically liable comparatively little of some of the authorities who provide (or to sudden death—accepts such an accident rate in present fail to provide) the ground and other aids. The accident record conditions, this public will certainly not accept the death rolls of jets, though good by comparison with propeller aircraft, has represented by this rate when applied to 500-seat-plus aircraft. just not been good enough; everyone in the business must There will need to be a very great improvement in the average take a share of the blame for the deaths of more than 1,800 annual crash-rate level before the C-5A size of transport is put men, women and children during the past seven years. into civil service. One could point out glibly that this figure is equivalent to A simplified breakdown of jet accidents and deaths in the a quarter of the number killed on the roads in Britain in one past seven years looks like this: — year—but that is as pointless as the comment that two blacks do not make a white. The fact is that most of the deaths Fatal ities on the roads are caused by, or involve, amateur drivers and Total-loss Total riders—some of whom" are inexperienced and/or irresponsible. Passengers Crew accidents accidents For an effective comparison it would be necessary to separate 1959 ... 1 10 (9) 3(2) IS (5) the deaths in accidents to passenger and other transport I960 ... 113 22 (4) 5(1) 17 (2) 1961 ... 258 59(9, 10(2) 25 (2) vehicles driven by professionals. Even then the comparison 1962 ... 545 8 22 (1) would be inadequate because none of the drivers concerned 1963 ... 355 53 (7) 10(1) 18 (1) 1964 ... 136 .8(3) 6(1) 24 (5) have been subject to anything like the training, selection and 1965*... 245 8(2) 23 (3) checking that applies to airline crews. An important fact to be found in the tables is that hardly Total 1,653 265 (32) 50(9) 144(19) any of the accidents involving fatalities have been caused Notes: Training and test flight accidents (included in the totals) are in parentheses. directly or indirectly by mechanical or structural failures. On * To December 5 inclusive. the contrary, most of the more desperate situations of this kind (such as that involving the PAA Boeing 707 which lost The worst year in terms of fatalities (though not in total an outer engine and wing panel when climbing out of San individual accidents) was 1962. Apart from a case of sabotage Francisco on June 28) have been handled successfully and (when a bomb caused the break-up of a Continental 707, safely by the flight crews. Apart from the long list of cases killing all 45 persons on board) there were, in that year, no of loss of control or undercarriage failures on take-off or significant trends in the different causes. The high fatality landing, the major causes of (usually non-fatal) accidents total was the result of the fact that there were full or heavy have been overrunning and undershooting on landing, and the passenger loads in five of the seven accidents in which there primary cause of fatal accidents has been that of being in the were virtually no survivors. One was the abandoned take-off wrong place and/or at the wrong altitude and hitting the at Orly, Paris; another was the loss of control after take-off ground during the let-down or approach. from New York; and three were cases of striking high ground In the seven years there have been at least 50 jet accidents during the let-down. involving the total loss of the aircraft. Assuming that the In fact, in the seven years of this second period of jet

TRENDS IN CAUSES OF JET ACCIDENTS, 1959-65

Number of accidents (training totals in parentheses) Stage of flight Circumstance or cause 1959 I960 1961 1962 1963 1964 1965* Total

Abandoned I 6 Engine failure , (I) 2(1) Various 3(1) I 7(1) Stalled (I) Hit obstruction Caught fire Loss of control ... 2(1) 5(0 Hit ground or obstruction Turbulence upset I Loss of control ... 3(2) 0) (I) 5(4) Turbulence upset Mid-air collision 3 Engine-failure damage ... I I Sabotage I Loss of control ... Hit ground or obstruction ... 'JO 2 Lightning strike Loss of control (I) I 2(1) Hit ground or obstruction 15 Undershot 2(1) I Overran 3 Loss of control 3(1) 19(2) Undercarriage retracted or damaged. 7(D 26^(3) Failed overshoot

5 inclusive 1040 FLIGHT International, 16 December (945

AIR SAFETY were not initially designed for the jet age and which haw sometimes been lengthened only by essential and minimal amounts. JETS ARE SAFER—BUT NOT SAFE ENOUGH ... Perhaps the most surprising feature of the accident record is the very small number of mid-air collisions. Considering the tight timings and complicated routeings in areas such as that of operation there appear to have been only two obvious changes the New York air traffic control complex, with its three major in accident-cause trends. In the first year there were a airline airports and the local freedom for general aviation air- number of Dutch-roll or stall accidents during crew training; craft, it is merciful that collisions have not happened more and in the past three years there have been more cases of often. The accident earlier this month (the last in the tabula- turbulence upset, though only two of the accidents which are tion) was the first collision involving a jet since 1960 when there known to have been caused by turbulence have been fatal or were two such cases—one in the New York area when a DC-8 seriously damaging. For the rest, the jets have continued (like overshot its ATC pattern and struck a Constellation and other aircraft) to hit high ground and to be particularly prone another over Paris when a Caravel le was in collision with a to damage by undershooting or overrunning runways which light aircraft. H.A.T.

JET ACCIDENT RECORD, 1959-1965

Fatalities Date Aircraft Operator Service* Location Circumstances Pass Crew

3. 2.59 Boeing 707 PAA SP North Atlantic Steep spiral dive following involuntary disengagement of auto- pilot; 29,000ft altitude lost 25. 2.59 Boeing 707 PAA T Chartres, France — _ Spiralled after simulated engine failure, shed No 4 during recover/ 26. 3.59 Boeing 707 American . SP Chicago Undershot, gear struck sloping terrain short of runway 9. 4.59 Comet 4 BOAC SP Beirut Tyre-burst after take-off, further u/c damage on landing 16. 4.59 Boeing 707 PAA T Peconic Airport, River-head, NY Undershot, starboard u/c damaged 8. 6.59 Comet 4 BOAC SP Calcutta _ — Struck tree on first and second approach, overran on third 21. 6.59 Comet 4 BOAC SP Kennedy Intl Struck blast-fence on approach 12. 7.S9 Boeing 707 PAA SP Kennedy Intl — — Two wheels of port undercarriage separated from aircraft as it became airborne II. 8.59 Boeing 707 American SP Chicago —— Bounced on landing, nosewheel assembly failed 15. 8.59 Boeing 707 American T Calverton, NY — 5 Dutch roll on approach with simulated failure of Nos 3 and 4 engines. Total loss 27. 8.59 Comet 4 Aerolineas Argentines SP Asuncion, 1 1 Crashed 5J miles from threshold on instrument approach. Total loss 19.10.59 Paraguay Boeing 707 Boeing/Braniff . T Nr Everett, Washington 4 Control lost in Dutch roll, three engines torn off. Total loss 26.11.59 Boeing 707 American SP Los Angeles Swung on take-off, both nosewheel assemblies failed 27.11.59 Boeing 707 American T Ontario, Calif — Several tyres and two main wheels heat-damaged during series of take-offs and landings 23.12.59 Comet 4 BOAC SP Rome Touchdown made inadvertently with undercarriage retracted 19. 1.60 Caravelle SAS SP Ankara 35 7 Crashed seven miles from threshold on instrument approach. I otailoss : 20. 2.60 Comet 4 Aerolineas Argentina* T Ezeiza _ 14. 3.60 Comet 4 BOAC SP Madrid _ StrucBouncek ridgd one landingon approach, crashed, 2 mile. Totas frol losm threshols d :, 9. 5.60 Boeing 707 TWA SP Kennedy Intl Crashed wheels-up attempting overshoot after instrument approach : 19. 5.60 Caravelle Air AlgeVie SP Paris 1 Mid-air collision with Stampe light aircraft - ; 23. 5.60 Convair 880 Delta T Atlanta _ 4 Stalled immediately after take-off. Total loss 14. 6.60 DC-8 United SP Chicago _ Left runway on landing, nose gear collapsed 22. 8.60 Comet 4 BOAC SP Cairo Port wheels entered excavated hole during attempted take-on 7.10.60 Boeing 707 Air France SP Guadeloupe z __ Touched down short of runway. Main undercarriages torn off 25.10.60 Boeing 707 American SP Fort Worth, Texas __ Nose gear failed to extend, landing made on foamed runway 25.10.60 DC-8 PAA SP Dusseldorf —— __ Swerved off runway on landing, nose gear collapsed _ r- 30.10.60 Boeing 707 SAA SP Nairobi — — Struck ground 2 miles from threshold on first approach. O« — ran on second approach 16.12.60 DC-8 United SP New York 77 7 Collision in cloud with Super Constellation. Total loss 17.12.60 Boeing 707 American SP Boston — — Skidded off runway on landing 24.12.60 Boeing 707 BOAC SP London Heathrow Overran on landing, main gear collapsed 2 1.1^.60 Comet 4C UAA SP Benina Overran on landing, nose undercarriage collapsed 19. 1.60 DC-8 Aeronaves de Mexico SP Kennedy Intl 4 Take-off abandoned at late stage, overran. Total loss 25. 1.61 Comet 4 BOAC SP Nr Rome _ Struck tops of trees whilst letting down at night 28. 1.61 Boeing 707 American T Nr Long Island, — 6 Dived into the sea from altitude. Total loss IKIN VT 31. 1.61 Boeing 707 SAA SP _ Overran on landing, nose gear collapsed Zurich 6. 2.61 DC-8 Delta SP Love Field _ _ Skidded off runway after instrument approach failure 15. 2.61 Boeing 707 Sabena SP Brussels 61 II Crashed after overshoot and series of tight turns; spoiler w«" likely cause of loss of control. Total loss 25. 2.61 Boeing 720 Braniff SP Houston . . Hard landing short of runway, starboard main fear torn on 26. 3.61 Boeing 707 TWA SP St Louis Hard landing short of runway 25. 4.61 DC-8 JAL SP Tokyo Overran on landing. Total loss . ^^.i 30. 5.61 DC-8 Viasa/KLM SP Off Lisbon 48 Crashed into sea soon after take-off; possibly out of control. • •>-• 15. 6.61 Boeing 707 Air France SP Lisbon — Bounced on landing, nose gear collapsed, aircraft tubtantwy damaged by fire II. 7.61 DC-8 United SP Denver 17 _ Swung on landing, crashed. Total loss 27. 7.61 Boeing 707 Air France SP Hamburg Swung on take-off, crashed. Total loss 29. 7.61 Boeing 707 American SP Los Angeles Bounced on landing, nose gear failed 2. 8.61 Boeing 707 SAA SP Athens Scraped a wall and struck a tree on take-off r_ 12. 9.61 Caravelle Air France SP Rabat 72 6 Crashed during instrument let-down at night. Total mm t 16. 9.61 DC-8 PAA SP Kennedy Intl — Skidded off runway on landing due to asymmetric reverse «"» _ _ Starboard main gear torn off 24. 9.61 Boeing 720 American SP Boston Overshot, skidded into Winthrop Bay. Substantial damage 26. 9.61 Caravelle Swissair SP Basle/Geneva — _ Struck ground whilst overshooting at Basle, starboard main t torn off. Emergency landing at Geneva 27. 9.61 Caravelle Varig SP Brasilia Skidded on landing, caught fire. Total loss 2.10.61 DC-8 Alitalia SP Kennedy Intf _ Skidded off runway on landing .crated 7.11.61 Boeing 720B TWA SP Nr Albany — — Turbine section of No 1 engine disintegrated. Fragments pen" fuselage, pressurization lost _ ,, M 23.11.61 Comet 4 Aerolineas Argentina* SP Vivacopos 40 12 Crash approx. one mile from airport after take-oft. J»BI'" 4.12.61 Boeing 720B Lufthansa T Nr Ebersheim —_ 3 Dived into ground five minutes after take-off. Total loss ^ 21.12.61 Comet 4B BEA SP Ankara 20 7 Crashed immediately after take-off. Instrument I>*W <"' climb at excessive attitude, aircraft sailed. Total loss 27.12.61 Comet 4C UAA SP Geneva __ ^_ Struck snow bank during landing run it 26. 1.62 Boeing 720B Northwest SP Fort Lauderdale — — Touched down short of runway, starboard main gear torn °

* SP, scheduled passenger; T, training International, 16 December 1965 1041

Fatalities Date Aircraft Operator Service* Location Circumstances Pass Crew

1.2.62 Boeing 720 United SP Portland, Oregon — — No 1 engine failed during take-off roil. Pieces of engine penetrated wings and fuselage 3. 2.62 DC-8 United SP New York Overran on landing, slippery conditions 15. 2.62 Caravelle Air France SP Munich _ Struck beacons on approach, landed short of runway 1. 3.62 Boeing 707 American SP Jamaica Bay, NY 87 8 Control lost during climb after take-off; rudder-boost malfunction probable. Total loss 25. 3.62 Boeing 707 PAA SP Frankfurt _ Nose gear would not lower, landing made on foamed runway 7 4.62 DC-8 PAA '. SP Mexico City Struck runway whilst overshooting 25. 4.62 Caravelle Swissair SP Zurich Nose gear would not lower, landing made on foamed runway 27. 4.62 Boeing 707 PAA SP Manila Undershot, starboard main gear collapsed 13. 5.62 Comet 4B Olympic SP Lod Swung on landing, damaged 22. 5.62 Boeing 707 Continental SP Nr Centerville 37 8 Sabotage. Total loss 3. 6.62 Boeing 707 Air France NSP Orly 122 9 Take-off abandoned after V, had been reached probably because ol unexpectedly heavy elevator loads, struck approach lights, caught Air France Guadeloupe Tire, i Dull loss 22. 6.62 Boeing 707 SP 102 10 Crashed into high ground whilst letting down at night. Total loss 7. 7.62 DC-8 Alitalia SP Nr Bombay 85 9 Crashed into hillside 60 miles from Bombay while letting down. Total loss 19. 7.62 Comet 4C UAA SP Nr Bangkok - 18 8 Crashed 50 miles from airport whilst letting down at night. Total loss 3. 8.62 Comet 4 BOAC T Stansted Undercarriage inadvertently retracted during landing roll 14. 8.62 Boeing 720B Lufthansa SP London Heathrow — Landing had to be made with nose gear retracted 21.8.62 DC-8 Panair do Brasil SP Rio de Janiero 14 Plunged into sea after abandoned take-off. Total loss 29. 8.62 Boeing 720 Eastern SP New Orleans — Landed short, damaged starboard gear and Nos 3 and 4 pods If 9.62 Boeing 720 TWA SP Kansas City Damaged during aborted take-off 21,9.62 Boeing 720 Eastern SP Miami Nose gear collapsed during landing run 27.11.62 Boeing 707 Varig ..-„ SP Nr Lima 80 17 Struck hill during-let down. Total loss 30.11.62 Boeing 707 BOAC SP San Francisco — Nose undercarriage collapsed during landing run If 1.63 DC-8 Delta SP Tampa, Florida — Port main gear collapsed during landing roll 12. 2.63 Boeing 720B Northwest - .: SP Florida 35 8 Control lost in turbulence upset while climbing at altitude. Total loss r 20. 3.63 Comet 4C King Saud -I Exec Italian Alps 9 9 Struck mountain while letting down at night. Total loss 30. 5.63 Convair 990 American Newark Caught fire while parked. Total loss 3. 7.63 Caravelle Aerolineas Argentines SP Cordoba — Crashed on final approach. Total loss 28. 7.63 Comet 4 UAA SP Nr Bombay 54 8 Crashed into sea whilst on night approach. Total loss 21. 8.63 DC-8 Eastern SP Orlando, Fla Main gear collapsed while landing 4. 9.63 Caravelle Swissair SP Zurich 74 6 Caught fire after brake overheating, dived out of control during climb. Total loss 6. 9.63 Caravelle Panair do Brasil SP Nr Recife Overstressed when avoiding a mid-air collision. Total lost 12. 9.63 Comet 4 UAA SP Benghazi Struck approach tights on final approach 22.10.63 BAC One-Eleven — TF Cricklade, Wilts 7 Crashed during stalling tests. Total loss 6.11.63 DC-8 TCA SP London Heathrow _ Take-off abandoned at late stage at night in poor visibility 9.11.63 DC-8 '"•;•"• •••;' Eastern SP Nr Houston __ — No 3 engine torn off during recovery from dive following loss ol control in turbulence 12.11.63 Boeing 707 Air-India - SP Vienna — Struck mast on approach. Emergency landing made at Frankfurt 23.11.63 Boeing 720 Lufthansa SP Hong Kong — Landing with nosewheel retracted 29.11.63 DC-8 TCA SP Nr Montreal 111 7 Crashed soon after take-off at night in poor weather. Total loss 8.12.63 Boeing 707 PAA SP Nr Elkton, Md 72 8 Lightning strike caused explosion and fire in port outer wing; crashed out of control. Total loss 30.12.63 DC-8 JAL •.':. -"::.:: T Nr Okinawa — Spiralled, both outboard engines torn off during recovery 1. 1.64 Convair 880 TWA ...... SP Boston Main gear collapsed during a skid after landing 4.2.64 Comet 4 BOAC SP Nairobi Touched down 9 miles short of runway. Later landed at Nairobi 18. 2.64 DC-8 Eastern -: SP Lake Pontchartrain 49 7 Crashed soon after take-off. Total loss 18. 3.64 BAC One-Eleven ..•-.. T/TF Wisley Crashed on landing, severely damaged 22. 3.64 Comet 4 Malaysian 1. SP Singapore _ Right undercarriage broke away on landing. Total loss 7. 4.64 Boeing 707 PAA SP Kennedy Intl — Overran on landing and fell into Jamaica Bay. Total loss 17. 4.64 Caravelle MEA SP Persian Gulf 42 7 Crashed in Persian Gulf during approach to Dhahran. Total lott 22. 4.64 Comet UAA SP Khartoum _ —. Starboard undercarriage collapsed on landing 29. 5.64 Boeing 707 TWA ~,~ •:-.'- ;• SP Orly, Paris Nose undercarriage collapsed on take-off 17. 6.64 Convair 990 Swissair TR Zurich _ Tyre blown on landing, undercarriage damaged 1. 7.64 DC-8 National SP New York Collided with another aircraft while taxying 2. 7.64 Boeing 720B American SP New York _ One undercarriage leg broken off on landing; veered off runway 6.7.64 Convair 880 Cathay Pacific SP Hong Kong — — Nosewheel failed to lower, came to rest on pnose 15. 7.64 Boeing 720B Lufthansa TF Nuremberg __ 3 Overstressed during practice instrument aproach. Total loss 14. 8.64 Boeing 707 Air France SP New York _ Taxied into ditch, nosewheel collapsed 20. 8.64 BAC One-Eleven BAC TF Salisbury Plain Forced landing 25.8.64 Boeing 720 Western SP Sacramento — __ Undershot and damaged undercarriage 17. 9.64 Tupolev Tu-104 CSA SP Bahrain — Tyre burst on landing, undercarriage damaged 25.10.64 Boeing Air France SP Majurga, Madagsc —- Belly-landed when undercarriage failed to lower 6.11.64 Comet BEA , . Malaga, Spain _ Overran on landing, slightly damaged 10.11.64 Boeing 720 United SP San Francisco _ Nosewheel failed to lower 16.11.64 Boeing 707 American SP Nashville, Tenn — Undercarriage damaged while taxying 23.11.64 Boeing 707 TWA SP Rome 45 1 Abandoned take-off after engine fire. Slewed off runway and wing struck roller, spilling fuel which ignited. Total loss 9.12.64 Boeing 707 Qantas TF Melbourne — Struck by lightning; 3ft by 4ft hole in nose 10. 1.65 Caravelle Sabena SP Cologne Ran off runway. Starboard main u/c collapsed f7- 2.65 Convair 880 JAL TF Nagasaki __ U/c hit obstruction when flying at low altitude. Total lost 7. 3.65 Boeing 727 TWA SP Kansas City ___ _ Port wing struck runway when landing 19. 3.65 Boeing 720 Braniff SP Houston Fuselage and nose gear damaged in heavy landing «. 3.65 Boeing 707 PAA SP Saigon — __ No 4 engine pod touched runway when landing 3. 5.65 Boeing 707 American SP El Paso, Texas — — Lost part of starboard u/c on take-off. Successful emergency landing '»• 5.65 Boeing 707 BOAC SP Teheran — Burst nosewheei tyre on landing; strut damaged; No 3 engine damaged by ingestion of metal Boeing 720B PIA SP Cairo 106 13 Struck ground during approach at night. Total lott \i Its Boeing 727 Lufthansa SP Hamburg Nose u/c locked up. Flaps, main u/c and tyres damaged in landing M. 6.65 VCIO BOAC TF Bristol Channel — — Lost passenger entrance door on certification test flight. No 1 _ engine damaged «• 6.65 Boeing 707 PAA SP San Francisco Lost starboard outer engine and wing panel after explosion and 1 -y t fire after take-off '• 7.65 Boeing 707 Continental SP Kansas City _ Ran off end of wet runway; struck blast mound; fuselage broken 1 O rr into three parts. Total loss '• 8.65 Convair 990 Swissair SP Beirut — — Damaged on landing after port main tyres had burst on take-off at

"• 8.65 Cairo Booing 727 United SP Lake Michigan 24 6 Crashed into lake from about 6,000ft during approach to Chicago _ O'Hare. Total loss is'9"65 Boeing 720 Braniff SP Mexico City Nose strut failed while landing •9.65 Convair 880 TWA T Kansas City — — Crash landing after engine failure on take-off; caught fire. Total t M loss '«• 9.65 BAC One-Eleven Mohawk SP Oneida County Airport — Nose gear retracted (?) while landing "• 9-65 Boeing 707 PAA SP Moncserrat Is, 23. 9« West Indies 21 9 Hit Chances Mt at 2,600ft on approach to Antigua. Total lost Boeing 707 Eastern SP Tampa, Florida —- Wing tip struck ground while landing »I

FLIGHT SAFETY

ACCIDENT/INCIDENT INFORMATION Exchange Scheme Under Way

N important, if so far regionally limited, move has been A made by the Flight Safety Committee which has organised a scheme for the interchange of information between British air operators about accidents and incidents. The FSC has made such a scheme practicable by laying down ground rules which will maintain a reasonable degree of anonymity without reducing the amount and value of the information which is being exchanged. For instance, the aircraft registration will not be given and the name of the airline concerned need not necessarily be quoted. But, since the aircraft type is usually an essential in making practical use of such information, this will be given. Officer, Research, MoA). Mr Hall will outline the way in which One of the weaknesses of the committee's accident digest, better communications may influence airworthiness problems; Flight Safety Focus, is that aircraft types are not so named. Capt Rendall will discuss some of the points to be watched This is obviously advisable in a publication which has a limited in the introduction of new jet aircraft; and Dr Howitt will but not rigidly controlled circulation. look at the man-vehicle combination and man's internal com- The information from the airlines will be distributed simply munication system ("man cannot be considered as a piece of by sending it to the offices of the committee at Epsom Square, control equipment built to a standard and unvarying specifica- London Heathrow Airport, in an envelope marked "con- tion where a known input can be guaranteed to produce a fidential." The report will be copied and distributed on the known output"). day on which it is received. All British airlines were given There will be four speakers at the engineering session in the details of the plan last week and reports may already be afternoon; this will be chaired by Mr J. G. M. Pardoe (deputy reaching the committee for distribution. chief technical officer, ARB). They will be Mr R. C. Morgan The committee has sensibly laid down simple but effective (chief project and development engineer, BEA); Mr A. S. Luck- definitions of an incident report which is worth dissemination. ing (senior development engineer, flight recording, BOAC); The airline concerned asks itself one or both of two questions: Sqn Ldr G. Taylor (Directorate of Flight Safety, MoD); and "Have we learned anything from this incident which may be Mr J. P. Smith (executive director and chief engineer, Hawker of interest to other airlines?" and/or "Is the action, which we Siddeley Aviation). have taken as a result of this incident, of a kind which might Mr Morgan will examine the relationships between detail usefully be taken by other airlines?" design and safety ("all engineering is a compromise between The FSC considers that an immediate report, in the form economy, reliability and safety"); Mr Lucking will discuss the of a factual summary of the circumstances of any accident or possible contribution of flight-data recording to safety; Sqn Ldr incident, would be of value to all other airlines even though Taylor will explain, among other things, how accident lessons the cause might still be obscure. This initial report would, in the RAF are fed back into future designs ("safety is based it is proposed, be followed by interim reports, as possible on the accurate reporting of all incidents which have led, or causes become known, so that preventive action can be taken could lead, to accidents"); and Mr Smith will discuss the by airlines which are operating similar aircraft (or aircraft designer's use of operational experience ("all air safety reports with similar equipment) or which, for other reasons, might be should be sent to the manufacturers of the aircraft concerned likely to suffer a similar accident or near-accident. and there is room for further education of designers in the troubles which can arise in service"). About 300 representatives of government, airline, industry and insurance interests will be attending the symposium. SAFETY AND FULL "Focus," the Flight Safety Committee's periodical, helps to keep INFORMATION accident/incident information moving among all those who need u. Inevitably, the events recorded can be only a fraction of those which should be passed between people who need the information, but Next Month's Flight Safety Symposium every little helps—as these paragraphs from an arbitrarily selected issue show:— HE second safety symposium to be organised by the Flight "Flag alarms continue to remain unnoticed from time to time T Safety Committee will be held on January 20 in the RAeS and pilots still make approaches with the wrong ILS or false U-* : lecture hall in London. The aim this time will be to emphasise indication. In two recent and very similar cases aircraft came dew0 \ the need for more effective communication between all the to 300ft and 450ft, at seven and eight miles respectively fr°mJ?e 1 agencies designing, manufacturing, testing, flying and maintain- threshold, whilst making ILS approaches in good weather. lne -I primary cause in each incident was seen as the failure by the crew j ing aircraft and to stimulate action which will maintain and use improve safety standards. The meetings will be divided into to use other available navigation aids serving the runway in > j or to make suitable altitude checks over beacons and markers, a j two sessions, one covering the operational and the other the of which would have enabled the misleading glide-path indications , engineering aspects, each followed by a discussion period. to be detected at an earlier stage." , 1 The principal guest—who will also make the opening speech A summary of points made at an FSC meeting on jet upses —will be the Minister of Aviation, Mr Roy Jenkins, and the included these in discussing effective means of recovery: "By P"^ scene will be set by Mr A. B. Hunter (principal surveyor, back on the control column a slow recovery would result, but W British Aviation Insurance Co), who will "establish the reality use of the stabiliser more elevator effect would be gained ana of the problem" with a study of the accident rates and trends recovery made more quickly. . . . There was considerable co troversy over the wisdom of attempting to re-trim the stabiUse - of the jets and the problems for the future. however, all parties were agreed that any movement should o . Other speakers at the first session, which will be presided be back to the cruise position. There should be no attempt over by Mr R. O. Belton (chairman of the committee and recover on stabiliser alone." Earlier, the main speaker at the pee* J flight safety officer of BOAC), will be Mr L. J. W. Hall had said that the one basic rule for recovery from a spiral divew - (design surveyor, ARB), Capt A. S. M. Rendall (manager, a jet was still valid—wings levefl before attempting to recover in P»tc BOAC VC10 flight) and Dr J. S. Howitt (Senior Medical "No one is too smart to get by without a check list." International 16 December 1965 1043 AIR SAFETY SAFETY FOR SERVICE AIRCREW Development of the Martin-Baker Ejection Seat

Essential as the parachute still is, its successful use would long ago have been largely invalidated by the ever-increasing speeds of military aircraft—until the ejection seat solved the problems of safe exit. The development of such seats in this country makes a remark- able story, as was shown in a lecture—printed here in abridged form—recently given before the Luton Branch of the RAeS by Wg Cdr J. Jewell, OBE, AFRABS, RAF (Retd) of the Martin- Sir James Martin Baker Aircraft Co Ltd

N July 24, 1946, Bernard Lynch ejected himself, in a From the earliest seats, therefore, the design of gun and cart- Martin-Baker ejection seat, from a specially adapted ridge was arranged to establish the first two basic factors whilst O Meteor Mk 3, flying at 8,000ft at an indicated airspeed the spine was kept erect by maintaining in the seat a correct of 320 m.p.h. The seat worked perfectly and Lynch made a sitting posture and by the face screen method of firing. These safe landing. This was the first live ejection from an aircraft in factors are now generally accepted and are laid down officially Great Britain. as design criteria for ejection seats. Early in 1944 James Martin, now Sir James Martin, CBE, The next logical step was to carry out both static and air- MiMechE, FRAes, managing director and chief designer of borne ejections from an aircraft and for this purpose a Defiant the Martin-Baker Aircraft Company, had been invited by the was obtained. The ejection seat was installed in the space Ministry of Aircraft Production to investigate ejection methods. normally occupied by the gun turret. On May 10, 1945, an It soon became apparent that the most attractive means would ejection seat loaded with sandbags was successfully ejected be by forced ejection of the seat, with the occupant sitting in from the jacked-up aircraft into a specially erected catch net it, and that the most effective means of doing this would be and on the next day a successful dummy ejection in flight was by an explosive charge. After ejection, the pilot would fall made, with Mr Bryan Greensted piloting the aircraft. This was away from the seat and open his parachute by pulling a ripcord the first ejection from an aircraft in flight in Great Britain. On in the usual way. May 17, 1945, six further dummy ejections from the Defiant By December 1944 the first seat had been completed which were made at varying indicated air speeds up to 300 m.p.h. incorporated all the main features of the final seat standardised It was now necessary to consider ejection tests at higher for the RAF. These included a seat sliding by means of four speeds, so a Meteor 3 was obtained. The aircraft was modified rollers on an H-section guide rail, and a telescopic, cartridge- to enable two pilots' ejection seats to be installed. On June 8, powered ejection gun. 1946, a static dummy ejection was made from the jacked-up There was, at the time, no information on what the human aircraft and the seat was caught in a specially erected catch net. body could withstand in the form of upward compressive On June 24, 1946, an ejection, with dummy, was made from thrust. The experience of much lower g, horizontally applied this aircraft at an indicated speed of 415 m.p.h. Due to the in catapult-launching of aircraft, was unsuitable for this upward unsatisfactory action of a special delay release used in this application. It therefore became necessary to carry out tests test the main parachute opened early and burst, with the loss to see what force, in terms of g, the human body could with- of the seat. A subsequent test, with a modified release, gave stand without injury. The idea of shooting a seat up an the same result. During further tests with this release and with inclined plane, and by loading the seat to represent the weight a hydraulic type of delayed-action release, it was discovered of an occupant, in order to measure the accelerations and rates that the stabilising drogue parachute was being drawn into of rise of g involved, was now developed. When it became the wake of the seat and becoming entangled with it. It thus necessary to carry out tests with human subjects, Mr Bernard became apparent that a method of forcibly extracting the Lynch of the Martin-Baker Aircraft Company volunteered to drogue would have to be developed and also that the drogue have the first ride, and on January 24, 1945, he was shot up would have to be attached to the seat by a line, the length of the rig to a height of 4ft 8in. In three further tests Lynch was which would enable the drogue to develop and control outside shot up to about 10ft, at which height he reported the onset the turbulence of the seat wake. Consequently a special gun, of considerable physical discomfort. Later a live shot was made with a Mr Andrews occupying the seat; the following day he *as in hospital with a crushed spinal vertebra. In order to study the structure and physical limitations of Bernard Lynch in the Meteor from which, in July 1946, he made the •he human spine, Mr Martin arranged to see a number of first live ejection in Great Britain sP|nal operations being performed and later obtained a human sPme for mechanical tests. From this study and from the records of further tests with the rig, he found that the damag- ln8 conditions of the acceleration was a high rate of rise of g, as rates of rise of between 600g per second and 800g per second were being produced. The importance of a slow rate of "* °f g, limited to 300g per second, with a peak not to exceed Z18> was now realised and the conclusion reached that injury *ould not occur if the following conditions were fulfilled: •a) That the peak acceleration should not exceed 21g, and this peak should not be held for longer than about l/10th second. '<>)That the onset, or rate of rise of g, should not be greater than 300g per second. WThat, in sustaining this acceleration, the body should be held in a position to ensure that adjacent spinal vertebrae are square to each other. 1044 FLIGHT International, 16 December IH5

to permit the retrospective conversion of existing manually operated seats. Modification sets were produced and large numbers of manually operated seats, already in service, were! made fully automatic. A special barostatically controlled time- release mechanism was developed which would, subsequent to ejection, unfasten the safety harness and release the drogue from the seat to deploy the main parachute. At the same time, to ensure the precise time firing of the drogue gun, a clock- work mechanism was designed to control the firing pin and thus the detonation of the cartridge. This type of gun replaced the existing static line operated drogue gun. The Mk 2 automatic seats were successful in providing a safe escape from the aircraft in service at that period but with the advent of aircraft with high fin projections, such as the Javelin and V-bombers, and higher ejection speeds, it became necessary to increase the ejection velocity. Of course, the simplest way of achieving this would have been to increase the explosive charge in existing ejection guns. But to obtain a high ejection velocity with an acceptable pressure curve there is no substitute for stroke. A telescopic ejection gun, giving an ejection velocity of 80ft/sec whilst maintaining the charac- teristically low peak acceleration and rate of rise of g of earlier guns is now fitted in the aircraft referred to above. Intensive flight development work and Service experience with various types of drogues led to the introduction of the Duplex Drogue, a patent scheme now fitted in all Martin- Baker ejection seats. The Duplex Drogue scheme employs two stabilising drogues in tandem: a small drogue, known as the The Mk I seat, standardised in 1947 for all new jet aircraft in RAF and RN service controller drogue, and a larger main drogue. The controller drogue is automatically extracted by a drogue gun after ejec- tion, and when deployed, brings the seat back into a horizontal AIR SAFETY attitude and then tows out the main drogue. The main drogue then streams the parachute which, when developed, lifts the occupant out, the seat falling away cleanly to the ground. The action of the controller drogue tilts the seat into a horizontal SAFETY FOR SERVICE AIRCREW... attitude and prevents explosive opening of the main drogue. The main drogue also prevents explosive opening of the personal parachute. These improvements, together with the 80ft/sec gun fired by a static line, was designed. The bullet extracted the and leg restraint, were introduced in the Mk 3 seat drogue which was attached to the seat by a line of a predeter- mined length. This system proved to be highly successful and the drogue gun subsequently became an indispensable feature of Martin-Baker seats. Ground-level Ejection It was now decided to make a live ejection and, as already mentioned, on July 24, 1946, Bernard Lynch ejected himself A series of fatal accidents to aircraft of the Royal Navy from the Meteor at 8,000ft at an indicated airspeed of 320 and Royal Air Force during take-off, and the resultant ejec- m.p.h. The seat worked perfectly and Lynch made a safe land- tions at too low an altitude, impressed the need for an ejection ing. This, the first live ejection from an aircraft in Great seat with ground level capabilities. The fact that the Mk 3 seat Britain, was unquestionably a landmark in pilot ejection. On was able to operate successfully from low altitudes was funda- August 29, 1947, Lynch again ejected himself, this time at mentally due to the method and speed by which the Duplex 12,000ft at an indicated airspeed of 420 m.p.h. He landed Drogue deployed the main parachute, and the higher seat trajec- safely and afterwards stated that no shocks had been felt, even tory imparted by the 80ft/sec ejection gun. With ground level at this high speed. This demonstrated the smoothness of the ejections, however, every second between the firing of the seat ejection gun, the effective protection of the face screen, and cartridge and the deployment of the main parachute is vital, the efficiency of the stabilising drogue. Since then Bernard and consideration was given to the reduction of the 3sec delay in the time-release mechanism. A delay of l±sec was selected Lynch has made over 30 test ejections. s ee In June 1947 it was decided to standardise the Martin-Baker as being midway between the 3sec necessary at high P r* ejection seat for installation in all new jet aircraft and the and the accelerated case of the parachute being ready to w work of production and installation was put in hand for deployed by the time the top of the trajectory is reached. Meteor, Attacker, Wyvern, Canberra and later Sea Hawk and With this Hsec delay fitted to a standard Mk 3 scat, Sqn L« Venom aircraft The main design features of the Mk 1 seat, John Fifield, DFC, AFC, ejected from a Meteor 7 at Chalgrov?; most of which have been retained in later marks of seats, were: on September 3, 1955. He was safely on the ground 6sec alter. (a) Two-cartridge type of ejection gun, designed to give an ejection. . acceptable pressure curve and high-percentage efficiency. It seemed from Martin-Baker flight tests and Service experi- (b)The stabilising drogue parachute, extracted by a gun. ence that ejections up to the service ceiling of present-day atf . (c) The face screen method of firing the seat. craft were practicable. We were, however, anxious to find ow^ (d) The adjustable seat pan. by means of a live ejection from the highest altitude ot o j (e)The integral thigh guards and adjustable footrests. test aircraft's capability, what it was like to ride the seat aow.< With this type of manually operated seat over 50 emergency from this altitude to the separation altitude of 10,000it safe ejections have been made in which the pilot, after ejection, on October 25, 1955, at Cbalgrove, Sqn Ldr Fifield made a w» had to unfasten the seat harness, fall away from the seat and ejection from a Meteor 7 from 40,000ft using a stanaai then to open the parachute by pulling a ripcord. Martin-Baker Mk 3 seat. . IIV To cater for cases of unconsciousness, inaction or wrong The time release mechanism of this seat was barostaticaw action due to circumstantial stress or lack of time available controlled to bring the seat quickly down from 40,000ft thro s» the cold and ratified upper atmosphere to 10,000ft, where pa when ejecting at extremely low altitude, automatic deployment 1 of the main parachute and separation from the seat after ejec- chute deployment and separation from the seat took P ^ tion was soon seen to be an essential requirement. Effort was During this controlled descent the occupant has the P therefore concentrated on producing a simple yet effective con- tion of the seat structure and face screen, leg flailing w version set capable of being produced in quantity and designed vented by the automatic leg restraint, whilst the firing na fUGHT International, 16 December 1965 1045 provides a positive hand hold and this anchors the arms. The altitude ejections from its aircraft fitted with other types of face screen also holds the oxygen mask in position on the face, ejection seats, the US Navy ordered a large quantity of the enabling the pilot to breathe oxygen which has been turned on latest type of Martin-Baker seat. To meet the special require- as the seat ejects. ments of the US Navy a new Mk 5 seat was designed which After this test Fifield stated that he did not feel any un- embodies all the latest Martin-Baker features. It is capable of pleasant sensation and that the seat was remarkably stable safe ejection at all operating altitudes and speeds of which the throughout the descent. associated aircraft are capable. Altogether, the Mk 5 seat has In April 1958 Fl Lt de Salis and Fg Off P. Lowe ejected been fitted to nearly 20 types of American aircraft including from a Canberra at 56,000ft in an early type of Martin-Baker such advanced types as the McDonnell Phantom and Grumman seat Both landed safely with only superficial injuries due Intruder. mainly to frostbite. A study of fatalities shows that the worst cause is lack Experience had shown that vital time was being used to of altitude with the aircraft in a nose-down attitude. About operate hood jettison gear and carry out other pre-ejection 60 per cent of the total fatalities are due to this cause and in drill. Under certain aerodynamic conditions, or if damage had most cases the ejection sequence was developing satisfactorily occurred, it was possible that the canopy might not leave the yet the escapee struck the ground with the parachute deployed aircraft cleanly, even though it had been unlocked. This could but not fully developed. It can be seen, therefore, that were it give rise to the ejected seat colliding with the hood and becom- possible to increase the trajectory height then a greater altitude ing entangled with it Under high speed conditions difficulty would be available in which to allow the parachute to fully was also encountered in grasping the face blind firing handle, develop and arrest the fall of the escapee. due to the slipstream entering the cockpit and causing severe As has already been described, the maximum advantage of buffeting once the protection canopy had left the aircraft. By the ejection gun has been utilised, and it was decided there- providing an explosive canopy jettison system powerful enough fore that rocket power, augmenting the power of the ejection to force the hood clear under all conditions, and by linking its gun, would provide the additional force necessary to attain operation to the ejection seat firing handle, it was possible to the increased trajectory height and, at the same time, not pro- overcome these difficulties. duce adverse physiological effects on the seat occupant In some systems other than Martin-Baker, the ejection gun Jettisoning the Canopy itself contains the rocket charge which initially acts as a con- The canopy jettison equipment consisted of a unit bolted to ventional cartridge until gun separation occurs, when the rocket the rear of the ejection seat guide rail and containing a canopy efflux is then directed 45° rearwards in order that the rocket jettison breech, together with a lsec delay mechanism. On thrust may act through the centre of gravity of the ejected pulling the ejection seat firing handle the sear of the canopy mass thereby preventing spinning. However, because the jet jettison gun was withdrawn, the cartridge detonated and the efflux in these systems must be directed rearwards in this way, gases passed through piping to the two canopy jettison jacks. the resulting trajectory will be forwards and upwards at an The expanding gases forced the pistons of the jacks upward, approximate angle of 45°. It therefore follows that in the low first operating the hood locks and then raising the hood for the level, nose-down ejection case these systems will fire the man airstream to carry it clear of the aircraft At the same time in a more horizontal trajectory. In a horizontal flight path this as the firing of the canopy jettison cartridge the time-delay system may prove satisfactory, but it is in the descending case, mechanism was tripped. This ran for lsec, at the end of which which statistics have shown to be the cause of 60 per cent of the main ejection gun was fired, thus allowing the hood to past fatalities, that the advantages of the Martin-Baker system be well clear of the aircraft structure before the seat and will become apparent occupant were ejected. The adoption of this system in Hunter, The Martin-Baker rocket pack is installed beneath the seat Javelin and other aircraft meant that lsec after the pilot pan directly below the centre of gravity and, therefore, the initiated the ejection procedure he would be carried clear of efflux thrust line is almost vertical, thus providing a trajectory the aircraft, no time being wasted on any other pre-ejection which is near vertical instead of angled at 45° forwards. It action which might have prejudiced his chances of escape. With the advent of the "light fighter" it became increasingly important to reduce the weight of the ejection seat, and the Mk 4, though retaining the essential components of its pre- decessors, was therefore considerably modified. These Mk 4 Details of the 80ftjsec ejection gun seats have so far been fitted to some 35 different types of air- craft, the first emergency ejection being from a Fiat G.91 in SEAR BREECH * March 1957. FIRING PIN The time delay required for safe ejection at ground level SPRING FIRING PIN had been found to be Hsec, but this was only the case if TOP LATCH ejection took place at low speeds. At high speeds this period of delay was insufficient to permit the seat to decelerate to a GUIDE BUSH PRIMARY CARTRIDGE PRIMARY CARTRIDGE speed at which it was safe to deploy the main parachute. INNER PISTON Ideally, a unit was required which would incorporate a delay CARTRIDGE EJECTION INTERMEDIATE PISTON drying in accordance with the speed at the time of ejection, SPRING CYLINDER »nd some means was therefore sought of combining both the PRESSURE RINGS 3°ec and Hsec delays in the same unit The result was an automatic selector, known as the g-switch, which was adapted to fit the l^sec time-delay mechanism. With the introduction of the g-switch it was therefore possible to provide for safe ejections at all speeds likely to be encountered by modern •ireraft. At a later date the delay was further reduced by isec, Mid the l^sec time-delay mechanism is now standard equipment 00 the majority of Martin-Baker seats. . During the same period a Martin-Baker ejection seat was SECONDARY ^tailed in a Douglas A.26 aircraft from which, first, a success- CARTRIDGE ™ static test shot on the ground was made, the seat and COVER FOR SECONDARY dummy being caught in a net This was followed by a series CARTRIDGE HOUSING of airborne test ejections, culminating, on November 1, 1946, m a live ejection from the same aircraft by Lt Furtek, USN. Ejection seats subsequently fitted in US Navy aircraft have ^bodied many of the basic design features so successfully PISTON SKIRT *aonstrated by the company at Philadelphia in 1946. (INNER PISTON) Being gravely concerned at the high fatality rate in low PISTON RINGS END CAP FOR CYLINDER CYLINDER HEAD. RELEASE PISTON 1046 FLIGHT International, 16 Decembe

Because of the radical redesign of the rocket pack a new series of proving trials were embarked upon. After many firings on a test bed and when as a result the rocket pack had achieved the desired performance, dynamic and airborne tests were conducted. Test vehicles used during this extensive pro- gramme were a launching stand for the zero-zero ejections, a specially adapted motor vehicle for the low-speed runs, a Meteor Mk 7 aircraft for the medium-speed tests and finally, a Hunter Mk 7 for the high-speed runs. The tests had been planned and executed to ensure simulated ejections at all critical speed areas, particularly zero speed, 40kt, 90kt, 250kt, 450kt and 600kt, the highest speed of which our airborne test vehicles are capable. These tests again culminated in a live ejection, this time by Wg Cdr Peter Howard, a Royal Air Force doctor at the Insti- tute of Aviation Medicine and a specialist in aviation physi- ology. On March 13, 1962, Peter Howard ejected himself from a Meteor aircraft at a speed of 250kt and an altitude of 250ft The test was completely successful and he commented very favourably on the smooth ride he had experienced during the ejection sequence. He was especially impressed by the low g. Martin-Baker ejection seats fitted with the rocket pack are currently fitted in the following experimental and operational aircraft: Marcel Dassault Balzac, Hawker Kestrel (P.I 127), and the German VJ-101C. This rocket seat has a particular application to these VTOL aircraft as escape with a conven- tional seat would be virtually impossible in the very critical situation engendered by engine or control failure during take- off, landing or transition from vertical or horizontal flight.

The Mk 8A rocket seat, designed for the TSR.2 VTOL Ejection Proved AIR SAFETY On September 14, 1964, an emergency ejection in the most exacting conditions took place from a VJ-101C aircraft fitted with a Martin-Baker rocket seat. Mr George Bright, an Ameri- SAFETY FOR SERVICE AIRCREW ... can test pilot employed by EWR in Germany, took off in his aircraft at Manching. A conventional take-off was begun, but therefore becomes apparent that the vertical trajectory of the when the VJ-101C became airborne control was lost and the seat-pan-mounted system will enable a high trajectory height aircraft began a vicious left-hand roll. After rolling 320°, in to be attained which in turn will permit the development of other words with a 40° bank, the pilot ejected by using the seat the parachute and the successful recovery of the escapee. pan handle. At the time, the aircraft's nose was elevated 18°, it Since the first design considerations of the Martin-Baker was yawing 17° and the starboard wing tip was at a height of rocket seat all efforts have been directed to providing a near 10ft above the runway when the pilot ejected. This ejection was vertical escape trajectory. Originally the rocket fuel was con- entirely satisfactory. The unusual behaviour and attitude of the tained in two steel combustion tubes which ran down the rear aircraft during this very short flight of approximately 8sec were of the seat bucket into an efflux chamber which discharged recorded by means of a cine-camera which was operating to downwards below the seat bucket, providing the desired per- film the take-off. Regrettably, the actual ejection was not photo- formance. Many tests were conducted using this twin tube graphed because the camera operator abandoned his camera as system and a high degree of success was attained. These tests the aircraft came hurtling towards him. culminated in a live ejection under zero speed zero altitude con- In both the Type 6HA (Kestrel) and Type 7 (F-104) rocket ditions conducted by Mr W. T. Hay at the company's aero- ejection seats the fitting of a rocket pack produces a very drome on April 1, 1961. The ejection was a complete success high trajectory with much lower acceleration than that experi- and a descent of 200ft on a fully developed parachute was enced in a purely cartridge-powered seat. In these rocket seats achieved. Mr Hay repeated this test at the Paris Show in 1961 the peak g has been reduced to about 16 with a rate of rise and again met with success. of about 200g/sec. To simplify the problem of retrospectively fitting the rocket Undoubtedly the most advanced aircrew escape system pro- pack to ejection seats already in service the rocket pack was duced by Martin-Baker was that designed for the TSR.2. This completely redesigned and condensed into a single propulsion consisted of a canopy jettison system and two Type 8A unit which could be fitted to the underside of the seat pan. rocket-powered ejection seats. The initial power was obtained The Martin-Baker multi-tube rocket pack is designed to fit from a telescopic ejection gun which was augmented by a neatly in the small space normally available between the seat rocket pack. pan and the cockpit floor. It is attached by two side bolts and To gain the greatest advantage from the high trajectory a single locking pin and this facilitates its quick and simple attained, the time taken to abandon the aircraft was reduced removal without the use of special tools. The very minimum to a minimum. The navigator could, at any time independent of modification action is required to install the rocket pack of the pilot, jettison his canopy and eject himself from the and no special considerations are required for its maintenance. aircraft but, should the pilot initiate the escape sequence W™ The multi-tube rocket pack consists of a number of small- the navigator still in the aircraft, then the interconnecting diameter combustion tubes, containing the solid propellant, system ensured that the navigator was ejected first, followed which are screwed into a central gallery mounted transversely automatically by the pilot. This arrangement, known as tw across the underside of the seat pan. One of the combustion command system, eliminates the need for the pilot to orae tubes is fitted with a mechanical firing mechanism and cartridge. the navigator to eject with the subsequent loss of time wnii This mechanism is based on other firing mechanisms of the his order was carried out sear and spring-loaded firing-pin type which are in use on all The design and development of the Type 9 ejection seat i Martin-Baker seats. As the ejection seat nears the end of the now in hand; this is a lightweight version of the Type 8A' ejection gun stroke a static line attached to the cockpit floor tended originally for the P.I 154, its development is progressing withdraws the sear from the firing mechanism, allowing the for several other aircraft applications. spring-loaded firing pin to descend and fire the cartridge, caus- Over 1,100 lives have now been saved by ing simultaneous ignition of the propellant ejection seats. FUGHT International. 16 December 1965 1047

AIR SAFETY

VITAL WEATHER RADAR

HE Ministry of Aviation recently circulated a notice of a proposal to amend and tighten up the present require- T ments for the installation of weather radar. Comments on the proposals were required by yesterday, December 15, from all British certificated air carriers, pilots' and manu- facturers' associations and other interested bodies. The proposals, and the reasons for them, were summarised in Flight of October 28, page 719, but the importance of the of that encountered in these trials, control of the aircraft may subject justifies, in this special Air Safety Number, a full well be lost. account of the views of the Ministry's Director of Flight Safety; (5) In addition to studies into the nature of cumulo-nimbus this is given below. His notice, as circulated, was also accom- activity and its associated turbulence, considerable research panied by an appendix showing in detail how the wording of has been going on into aircraft behaviour in conditions of Schedule 5 of the Air Navigation Order would be amended severe turbulence. At the time when aviation authorities were to give effect to the proposals. Also omitted from our repro- originally introducing mandatory requirements it was thought duction of the notice are three final paragraphs of only that the major risk in severe turbulence was from structural incidental importance. damage, and possible structural failure, resulting from gust At the end of the notice we publish the comments, so far loadings encountered when aircraft penetrated thunderstorms as these are available, of some of those to whom the proposals at a cruising speed significantly greater than the "rough air were circulated. speed" (the appropriate design speed for flight in conditions of maximum gust intensity). There is now a considerable Weather Radar: Notice of Proposal to amend Legislation volume of evidence that an even greater risk is that of actual Under existing provisions of the Air Navigation Order loss of control of the aircraft, with structural failure resulting weather radar is required to be carried on public transport from the attempt to regain normal attitude. To some extent operations by the following aircraft: — the hazard may be reduced in the future by improvements to (a) Turbine-jets over 25,0001b maximum all-up weight. flight instruments, particularly to those indicating attitude, and (b) Propeller-turbines over 100,0001b maximum all-up weight. by emphasis in pilot-training on recovery from unusual (c) Propeller-turbines over 50,0001b maximum all-up weight, attitudes, but such measures cannot be expected to reduce the first registered after January 1, 1962. risk to such an extent that inadvertent penetration of turbulent clouds can be accepted as a normal feature of public transport (2) Additionally, directions have been given to individual operations. In addition to this new appreciation of the operators to carry the equipment on certain propeller-turbine potential hazard of loss of control in severe turbulence it has and compound-engined aircraft over 25,0001b maximum all- become accepted that the possible severity of hail damage up-weight when flying in prescribed areas. In broad terms, has been underestimated in the past. weather radar has been called for at all times on flights by such aircraft south of latitude ION and between May and (6) A careful watch has also been kept by the Department October in parts of Central and North America, North Africa over recent years on accidents and incidents associated with and South-East Asia. cumulo-nimbus activity. There have been three catastrophic accidents to Viscount aircraft where it has been contended (3) The areas in which weather radar was required to be that structural failure or loss of control due to turbulence carried through individual directions did not include Europe in or near cumulo-nimbus cloud was the probable cause, and because the Department did not, at the time of their issue, consider that there was conclusive evidence to justify including in all three cases the aircraft concerned was either not carry- European operations. However, operators were informed that ing weather radar, or the equipment was known to be un- the situation as regards European flights would be subject to serviceable. One accident took place in America, one in further review. This review has now been carried out and, Australia, and one in Europe (off Elba). Severe turbulence was additionally, the whole scope of the weather radar require- also present at the time of another crash (France) but the ment re-examined in the light of experience and knowledge final cause of the accident has not been clearly established. Seined since the appraisal, initiated in 1959, which formed In addition, there have been numerous and continuing instances 'he basis of the present mandatory requirement. of damage, some of major extent, to British-registered aircraft 4 unequipped with weather radar operating in the European area. ( ) A considerable amount of new information has now A number of cases of injury to passengers have also been become available on the nature of turbulence associated with reported. thunderstorm activity. In 1963 a report was published by the United States Depart- (7) As stated in paragraph 3 above, the Department, in addition ment of Commerce Weather Bureau, as part of the National to considering all available information on thunderstorm Severe Storms Project, which included a chapter devoted to activity and aircraft behaviour in turbulence, has re-examined jurbulencc in and near thunderstorms. The report included the case for requiring weather radar to be carried on European tne results of controlled penetrations of thunderstorms by operations by classes of aircraft not included in the current specially equipped aircraft over a period of four years, con- mandatory requirement Although quantitative measurements sent with ground radar echo evaluations. Data measured of thunderstorm frequency intensity in Europe are not avail- aur'ng this study confirmed in quantitative terms the already able in a form which would allow direct comparison with "tablished but subjective opinion that penetration of cumulo- thunderstorm activity elsewhere, a general opinion has been "!"lbus clouds can be extremely dangerous. As well as pro- sought from the Meteorological Office as to whether conditions 'dlng comprehensive information on severe gusts encountered, similar to those which prevailed at the time of the loss of ^e study produced examples of sudden altitude variations of the two Viscounts in America and Australia could be met *;| much as 5,000ft by aircraft flying at altitudes between with in Europe. Additionally, opinion was sought as to whether J'.OOOft and 40,000ft, i.e., over altitudes representative of OQern cjvj] transport operations. The study also demonstrated Heading picture: An Army official photograph, taken by Sgt M. Parsons, at if a pilot is not prepared for turbulence of the magnitude RAOC, from a Comet 4B at 40,000ft 1048 FLIGHT International, 16 December /94s

VITAL WEATHER RADAR . . . in revising the general scope of the current mandatory requirement both to widen the range of public transport the particular thunderstorm activity which was associated with aircraft included and at the same time to redress the anomaly the loss of the Viscount off Elba in 1960 could be regarded whereby large propeller-turbine aircraft can continue fly™ as exceptional. The Meteorological Office's opinion was that the in Europe without weather radar. The proposal is to reduce i conditions which prevailed at the time of the Elba accident the weight datum for turbine-jet aircraft from 25,000lb to< were not exceptional and that thunderstorms cf comparable 12,5001b and to require the equipment to be carried on all severity would occur not infrequently on other occasions in the pressurised aircraft over 25,000lb, thus including all aircraft Mediterranean area and elsewhere in Europe. It was con- whose speed-range and operating environment may be con- sidered also that conditioons as severe as those associated with sidered critical from the point of view of susceptibility to the accidents in America and Australia could also occur in turbulence and possible loss of control. Additionally, UK; Europe. legislation would then be closer in line with that of other (8) There are no indications at present that ground-based major administrations who have up-to-date mandatory storm-warning radar systems will, even in the more highly requirements in this field. As regards applicability dates, the developed areas, be able to provide a service which will be idea is to call for the equipment on all new aircraft coming able to warn aircraft of the presence of cumulo-nimbus within the revised requirement and which are first registered activity and provide a vectoring service to enable storm centres after July 1, 1966. Aircraft in the above categories first to be circumnavigated. In the probable absence of such a registered before that date would be required to carry the facility, a study has been made of available information which equipment as from July 1, 1967. Exemption might be given might demonstrate in quantitative terms the actual value of from the requirement if an operator were able to show that airborne weather radar itself. Trials were carried out by RAE, an aircraft, although falling within the categories concerned, measuring turbulence encountered by two RAF Comet air- was operated over a route where special considerations craft over 335,000 miles of operational flying, one aircraft applied, for example, on short sectors such as the cross- only being equipped with weather radar. The aircraft carrying Channel ferries, over which Met. reporting and forecasting weather radar met significantly less turbulence at all altitudes could provide an adequate level of protection in combination than the unequipped aircraft and the degree of protection with operating altitudes used. afforded by the weather radar increased over the range of gust magnitudes recorded. It is particularly notable that the (10) Advantages will also be taken of the opportunity to equipped aircraft did not encounter, at cruise height, any amend the Air Navigation Order, Fifth Schedule, Scale "0", gust greater than 15ft/sec. The data collected by RAE there- under which the weather radar is required to be "capable of fore supports the conclusion, reached in the United States as giving warning to the pilot in command of the aircraft" of the result of similar trials, that it can be demonstrated in the presence of cumulo-nimbus clouds and other potentially quantitative terms that an aircraft equipped with weather hazardous weather conditions. This wording does not radar will be significantly less subjected to severe turbulence accurately reflect the intention that when two or more pilots than a comparable aircraft, not equipped, and operating in are required to be carried in the aircraft, a display shall be the same environment. visible from either pilot's position. This requirement will be strictly applied to new aircraft, but in the case of retrospective (9) Against the background of new knowledge now available fitting a simple display which can be seen by only one of the and described above, and in the light of the accident/incident pilots will be permited in cases where it is not reasonably record, the Department considers that it would be justified practical to provide a display visible to both.

THE PROPOSALS: OPERATORS AND OTHERS GIVE "FLIGHT" THEIR VIEWS British European Airways "All mainline aircraft delivered to to the Ministry or whether we have any reservations about the BEA subsequent to the Viscount have had weather radar equip- scope of the mandatory extension which is now being considered. ment installed as a requirement in the manufacturing stage. BEA "However, some of the association's member companies haw still has, however, a large fleet of 39 Viscounts which are now equipped, or are in the process of equipping, aircraft for which employed almost wholly on short-sector operations within Europe there is at present no mandatory weather radar requirement and on a few services in the Central Mediterranean area. While because, having regard to their particular operations, they beuew some operational advantages, such as a possible improvement in there is an operational advantage in doing so. To this extent, the regularity, might result from the installation of weather radar in Ministry's proposals have been anticipated, but clearly this wtt the aircraft, these would have to be weighed against the technical on the basis of individual decisions made well before the Ministry* problems involved, together with the cost (both of the equipment proposals were made known; no pre-warning was given even of, itself and of the loss of revenue flying hours during installa- the possibility that the present mandatory requirements might be : tion) of fitting the equipment retrospectively to all the aircraft of extended. : such a large fleet. "Quite outside the scope of the Ministry's proposals, the asso- "If any question of safety were involved this would obviously ciation is interested in the maximum advantage being takenioi outweigh any such economic considerations, but there would seem existing equipment. Some companies have been experimenting *»».; to be nothing in the records of BEA's Viscount operations, which such equipment in an attempt to obtain better results from it. ""j started more than 12 years ago, to suggest that this is the case. there remains a feeling that some co-ordinated effort might In areas less comprehensively covered than Europe by ground- made by authority to establish parameters for the most effecti based weather reporting services, and more susceptible to extreme use of existing equipment. There is a belief that some form « weather conditions, there may well be adequate grounds for insist- operational study might be undertaken under the Ministry's auspices. ing that aircraft operating in these areas be fitted with weather Society of British Aerospace Companies The Society does »*.; radar." wish to make any statement on the proposals at the present tune. , British Overseas Airways Corporation "AH BOAC aircraft are as it has not yet received much information from its members. already equipped with weather radar, and we made no comment British Air Line PUots Association "The association is ^^jj on the Ministry's proposals. We believe, in principle, that weather with the proposals except that it would like them amenoea radar is essential at certain times of the year in certain parts of include the smaller twin turboprop aircraft such as the Frie - the world, but do not believe that it is necessarily essential on all ship, Herald, 748 and Gulfstream, because they enter the same routes." flight levels as the other aircraft [included in the proposals—CH British United Airways "We are studying the proposals, but are and encounter the same weather." not in a position to comment at the moment. As all our VClOs, Electronics Engineering Association "The proposals are Q^ One-Elevens and Britannias are already equipped with weather tr radar, the only BUA aircraft which will be affected will be the reasonable and need no further commentt from the_ dec s Viscounts, and these are being phased out of service." industry, which can meet the requirements. The Associatioii n ^-V.^^V , British Independent Air Transport Association "The Association that the work at present being done by the European Organis ^ is in communication with the Ministry about the detailed applica- for Civil Aviation Electronics on weather radar performance tions of these proposals which, if implemented, could have far- later be incorporated into the proposed legislation." reaching implications for British operators. Consequently, we Air Registration Board The board declined to make any com- cannot discuss publicly either the substance of our representations ment for publication. FLIGHT International, 16 December (965 1049

AIR SAFETY THE CORPORATIONS AND FLIGHT RECORDERS

Different Approaches may have Similar Long-term Results

[E Ministry of Aviation set many people many problems and airspeed recorder are installed in the main electronics bay rwhen it finally decided, in March 1962, that crash recorders and the accelerometer is near the e.g. The time is taken from were to be made mandatory in all turbojet-powered public the pilot's clock and the wire recorder is in the tailcone outside transport aircraft in service and in turboprop aircraft weighing the pressure bulkhead. This system has been used in situ with- more than 12,5001b introduced into service after January 1, out difficulty in temperature ranges from — 17+°C to +14°C, 1964. Piston-engined aircraft of 25,0001b weight and newly though it was designed for use down to —65°C and has been introduced into service were affected on the same date, but laboratory-tested to — 55°C. Difficulties were experienced with piston- and turboprop-engined aircraft already in service were wire breakages, but these have been overcome; most aircraft given until January 1, 1965. In June 1963 the MoA announced vibrations were found to be acceptable. An identical system to that the date for jet aircraft had been put back to July 1, 1965, the one installed in the 707-436 will be used on the Super and that for turboprop aircraft until July 1, 1966. The require- VC10 and one has already been fitted by BAC with the equip- ments for piston-engined aircraft were changed in that the ment. It is switched on by the removal of ground power. minimum weight was raised to 60,0001b and these had to be Efdas has an electrical mean time between failures (MTBF) equipped with crash recorders by the same date. of 3,000hr and a mechanical MTBF of l,000hr. BOAC flies Both BOAC and BEA have, of course, been looking at this about 250,000hr a year and is spending £$ million on the requirement with the same mixed feelings, but from different equipment during the next two years. approaches. This is natural, since there is a great difference in their type of operations. Both use the same base—Heathrow. Recorder Economics But BOAC's aircraft may be away from base as long as a week, whereas BEA's aircraft return to Heathrow every three British European Airways will soon have spent £i million or four hours. in installing the Plessey Davall 24-channel crash recorder in BOAC has been working on recorders for some ten years its fleet (see Flight for November 18, page 844). The corpora- and has accumulated considerable experience. This work has tion makes an average annual profit of f 1| million and crash not been done on an ad hoc basis but is a departmental task recorders cost an annual £\ million to use, maintain and employing some 20 men at the present time. The corporation process; this takes into account the loss of payload due to not only tackles its own flight-data recording work but has the weight of the system. A flight-data recording system which been assisting the MoA with CAADRP (Civil Aviation Air- only records the mandatory parameters is of no commercial borne Data Research Programme). It believes that the require- value and BEA has therefore decided to see if it can be made ment for a completely integrated systems concept is over- to pay its way by employing spare channels in what is hoped whelming, and will not be satisfied with less. Maintenance will be a useful fashion, rather than by following a "total recording is not paramount, but is a help. Such is the volume systems concept." BEA believes its method will be successful of data obtained from this "total systems concept" that it is in three years. The policy is to use spare recording capacity essential to have a digital system, as it is the corporation's to monitor various events and to examine a proportion of the policy to examine all flight data so obtained. It is not known information gathered during each flight. what benefits, if any, may accrue from this approach, but it is As the engine is the most expensive unit in the aircraft, and hoped that sufficient useful statistics will be obtained to find of not inconsiderable operational importance, it is here that the methods of better aircraft management and not just main- greatest savings in cash and convenience may lie. Accordingly tenance advantages. The difference in cost between fulfilling BEA is examining this prospect first. If an engine failure is 'he mandatory requirements and the "total systems concept" is predicted while at the base, then it will take 13hr to change it; such, says BOAC, that if the experience so obtained shows if the failure is not predicted then there is the unpleasant 'hat there are no benefits available from flight-data recording in-flight shutdown, and a change of engine away from base, •hen the experience will have been worthwhile. which takes an average of 39hr. BEA takes engine measure- ments during a period of equilibrium (i.e., cruise) every 20 or 30sec for 5-10min during each flight and takes an average and BOAC's Choice analyses the data over a period of time. The BEA board has . The equipment that BOAC has chosen to fulfil this function granted £30,000 for long-term fault-finding investigation—to is the Epsylon Flight Data Recording System A2 (Efdas) in see if it can be done. A Vanguard's engine is being tested which great emphasis is placed on reliability—claimed to be in this way; the speed of two turbines and the outside air tem- ^etter than ] per cent. This has been achieved partly by cutting perature are monitored and the service engineer is provided "Own soldering joints by three-quarters and by using solid-state with the history for the past 50 flights when the aircraft comes switching; this feature also reduced time delay from 20millisec t0 in for servicing. The BEA Heathrow flight-data processing unit -millisec. The system has 48 channels and two types of employs one man full-time and two part-time. recorder—a wire recorder for the mandatory parameters and a "magnetic tape recorder for all other data. Long-term Value The prototype equipment (which weighs 1401b, including *lre) was delivered to BOAC last Christmas Eve and was During the introductory period of an engine, in-flight record- "Walled in a 707-436 by mid-January. When up-dated to pre- ing is of little use but, later on, when it becomes settled, worn Production standard in May it had flown l,216hr; since then and starts to shed metal, great savings can accrue from the bother l,334hr have been flown. It will soon be revised to correct prediction of a failure. It is now standard to have a Production standard and it is hoped to continue experiments. magnetic plug in the scavenge to detect metal shedding. Failure- tvery effort was made to eliminate interference to the prediction trials on turboprop engines by measuring vibration corder have met, says BEA, with little success, though six Speys have tf by twisting and screening wires, and BOAC believes at 't not affected in this way at all. Special, slightllihly heahi , been saved thus from serious trouble. Old-age wear-monitoring re is not affected in this way at all. Special, slightly heavier, ened wiri e was used to assist in thhe eliminatioliii n off interit - of turbine blades promises some prediction success. ^rence and is believed to have been worthwhile. Efdas has It seems likely that, although the Corporations are approach- , en checked against an analogue-recording system; flight crews ing the problems in different ways (though there is some liaison . e also marked data manually on to the recorder to check on mutual troubles), the same operational conclusions may , wmation till ydd it librted flight be reached. tion automatically recorded against calibrated flight G.C. Hruments. The electronics and check recorder, and the altitude 1050 FLIGHT International, 16 December )%$ THE CASE FOR MEDIUM BY-PASS

IN last week's issue of "Flight" a British Aircraft Corporation be incorporated in the "effective propulsive efficiency" whkli project engineer presented the airframe designer's view of the is then defined as: possibilities offered by high by-pass turbofans fitted to civil nacelle drag transport aircraft In this article, Mr G. M. Landamore* ex- 2 ^ momentum drag plains the recent advances in engine technology which have thrust thrust made such powerplants conceivable. 2+ momentum drag momentum drag thrust The variation of these parameter with: and NE of the most attractive ways of improving powerplant momentum drag efficiency on subsonic transports is by increasing the by- nacelle drag O pass ratio. Engine designers are much encouraged by the momentum drag was shown in Fig 3 on page 1005 of recent American decision, in connection with the C-5A, to build week's issue of Flight. This plot demonstrates the increase in an engine with a far higher by-pass ratio than ever before. propulsive efficiency with increasing by-pass and also the The first British turbofans to enter commercial operation in increasingly important role of nacelle design. Any attempt to the early 1960s had been developed from military engines for obtain higher propulsive efficiency levels on low by-pas which a combination of mechanical and airframe limitations engines by operating at low temperatures is counterbalanced had dictated a low by-pass. Later, when the first American by a drop in thermal efficiency, the overall efficiency then' turbofans appeared their derivation from pure turbojets had remaining relatively unchanged. again placed some restrictions on the choice of by-pass ratio although somewhat higher values were selected. Nacelle design The question of nacelle design can broadly Areas of development in engine technology that have made be broken down into two problems: to minimise overall nacelle high by-pass ratios conceivable are: higher turbine operating diameter and to optimise by-pass duct length. On turbojets temperatures; high-speed fan design; and nacelle design. and low by-pass turbofans, the diameter is invariably deter- Turbine blade cooling is now the subject of intensive mined by the accessories which are mounted on the outside development for supersonic civil transport turbojets as well of the engine. As by-pass is increased, there is a possibility of as advanced military projects. Combined with the improved placing the accessories either between the by-pass duct and materials, it is possible to conceive operation at temperatures the gas generator, or even in an "island" within the duct; the at least 100°C higher than was commercially possible five or maximum nacelle diameter then being fixed by the fan size. six years ago—in other words, at least l,300°k. Fan blade The second area of interest, that of short-chord cowls shroud- research since 1960 has revealed ways of increasing, by up to ing only the fan, promises better installed performance for by- 20 per cent, the maximum permitted tip speed. This enables pass ratios above 3:1. Here the internal losses in the by-pass higher stage loadings to be achieved, while engine frontal duct are reduced in addition to the lower nacelle drag, but area is reduced as a result of increased axial velocities. The there is an additional "scrubbing" drag due to the by-pass higher speeds also reduce the power required from the gas flow exhausting over the cowled gas generator at a higher- generator, leading to fewer turbine stages. Nacelle drag on than-flight speed. the high by-pass engine is less with a short cowl shrouding only the fan than with fully cowled installations. Engine airframe matching Because of the increasingly For a basic thermodynamic cycle comparison, examination adverse thrust fall-off of higher by-pass engines as speed is of Fig 1 shows the downward trend of bare engine s.f.c. with increased during take-off it is necessary to have a higher in- increasing pressure ratio and by-pass ratio under typical sub- stalled static thrust for a given airfield performance. However, sonic cruise conditions. The superimposed lines of turbine even with the increased static thrust, the thrust fall-off with entry temperature represent the optimum value for any com- speed continues, and under typical cruise conditions a 7:1 by- bination of the other parameters. It may be seen that high pass engine has a continuous rating some 20 per cent below operating temperatures are required for minimum fuel con- that of by-pass ratio 3:1. This characteristic has a significant sumption. Reductions of 20 per cent relative to present-day effect on powerplant matching and although it can be offset commercial turbofans are possible by combining a pressure to some extent by raising the operating temperature with m- ; ratio in the 25-26:1 region with a by-pass ratio of more than creasing by-pass ratio, there is obviously a limit in terms of j 4. The high by-pass ratios, although accompanied by decreas- engine life and cost. , j ing specific thrust at cruise as shown in Fig 2, do not require The thrust margin required between normal cruise rating i an increase in air flow proportional to by-pass as operating and maximum continuous rating to cater for an engine failure j temperature is increased. during cruise is influenced not only by the aerodynamic charac- Operation of the engine away from the optimum tempera- teristics of the airframe but also by the number of engines ture can be used to achieve one of two effects. First, an and any operational limitations such as minimum cruise nel^j increase in specific thrust leads to reductions in engine diameter to be maintained. So far as basic installed thrust is concerned, and weight but with an associated s.f.c. penalty (offset to some extent by reduced installation losses). Secondly, for a given temperature level, a slightly lower s.f.c. may be obtained by Fig I Basic thermodynamic cycle of bare by-pass engines in Mach 0. increasing by-pass and pressure ratios above those values for cruise at 35,000ft, showing the variation of specific fuel consumption which the particular temperature is optimum—but at a con- siderable penalty in specific thrust, diameter, and weight. Both of these effects can be summarised as: ±100°C on turbine entry temperature leads to ±20 per cent on specific thrust and O-75 + 1 i per cent on s.f.c. It is well known that the specific fuel consumption of an a. installed engine is inversely proportional to the overall O-7 powerplant efficiency, i.e., the product of thermal and propul- in sive efficiencies. The variation of basic engine s.f.c. with O cycle parameters has already been demonstrated in Fig 1, but o no allowance has been made therein for the nacelle drag. This Iu O-65 will not affect the thermal efficiency of the engine but can £ u - OVERALL *Mr G. M. Landamore, BSC, Project Department, Bristol Siddeley id PRESSURE RATT Engines Ltd. a. International, 16 December 1965 1051

THE CASE FOR MEDIUM BY-PASS ...

it is necessary to have 20 per cent more power-to-weight for K .5 a twin-engined aircraft than on a four-engined machine of the o BY-PASS RATIO same general design philosophy and for the same take-off UJ performance. This factor therefore favours airfield/cruise per- a. formance matching of high by-pass engines when the number of powerplants is minimised. Fig 2 Basic tbermodynamic cycle of bare by-pass engines in Mach 0.8 This argument favours a somewhat lower by-pass ratio for cruise at 35,000ft, showing the variations of specific thrust twin- than for four-engined aircraft. Since twins tend to be used only on short ranges where fuel is a small part of the by-pass, this becomes less of a nuisance but the fan noise total operating cost, the importance of s.f.c. is debatable in comes to the fore. At high by-pass, exhaust noise at the four- comparison with first cost and the extra expense of installing mile point is considerably reduced while fan and turbine oversized engines to meet safety requirements. In the design of machinery noise may become significant. Therefore the land- aircraft like the proposed Anglo-French air-bus, for example, ing approach now becomes the important flight condition where operation from fields in the 6-8,000ft bracket is re- from the noise angle. Fan noise increases with by-pass ratio quired, the choice of by-pass ratio would fall around 2-3:1. since it is primarily a function of fan tip-speed, mass flow, On the other hand, fuel consumption by long-range trans- and the ratio of axial distance between stages to rotor blade ports is a significant proportion of operating costs, and since chord. As this noise comes from within the engine it may be these aircraft mainly fly from 10-12,000ft runways, a case possible to use sound absorbent material around the intake and could be made for by-pass ratios of 4-5:1. Where long-range by-pass ducts. A performance and weight penalty may be in- transports are required to operate from shorter runways, as curred by the increased duct length to accommodate these could well be the case for military aircraft such as heavy devices. strategic transports, then the required cruise/take-off thrust ratio becomes yet smaller and even higher by-pass ratios, Mechanical Configurations High by-pass is possible in a perhaps 8-10:1 become worthwhile. However, reference again variety of mechanical configurations. The conventional front- to Fig 1 indicates that very high turbine entry temperature fan layout is the most obvious and simple and today holds levels are required to obtain maximum benefit from this type •almost universal sway. However, the increasing size of fan of engine. and decreasing size of gas generator with increasing by-pass A second category of military aircraft where the use of a introduces problems in the design of the fan turbine and also high by-pass would be advantageous is maritime reconnais- in the shafting. As fan-system speed decreases with increasing sance. The need to operate for long periods at low altitude by-pass, the shaft diameter should increase for strength con- and low speed would lead to even more significant gains than siderations but this does conflict with the decreasing bearing are to be obtained at high speed. The optimum engine for diameter available in the gas generator section. On the prob- this type of operation is the turboprop with a by-pass ratio lem of turbine design, the parameter which determines turbine of 40-50:1, although the high transit speeds now considered work capacity, namely blade speed, decreases with both rota- necessary to reach the search area in minimum time are some- tional speed and diameter unless the fan turbine is consider- what beyond the capability of the turboprop. ably increased in diameter relative to the gas generator. This Although the major consideration in choice of by-pass has can be overcome by the use of multi-stage low pressure tur- been that of performance, there are further parameters such bines as recently seen in the General Electric proposal for the as weight, cost and noise which must receive attention. Lockheed C-5A, or alternatively by the introduction of a gear in the fan drive shaft. Although the weight of the gear unit Weight Studies have shown a slightly increasing specific would be acceptable, the size and weight of the associated weight (when based on thrust at M0.2) with increasing by- oil coolers make this system less attractive than the multi- Pass, although when based on static-thrust figures the specific stage turbine scheme, at least up to by-pass ratios of around weight falls. This is counterbalanced by a trend towards an 10. increasing value of the ratio between installed weight and Aft-fan engines fall into two basic arrangements whereby bare engine weight (for a given type of cowling), hence there either a turbojet or a low by-pass mixed-stream turbofan act* is very little variation of installed specific weight. as the gas generator for the turbine driving the aft-fan. The latter scheme provides a larger mass, lower temperature, gas Cost To justify the use of a high by-pass, high continuous stream to drive the fan turbine which may therefore permit turbine operating temperatures must be used which in turn cheaper and lighter materials to be used. Beyond this, the imply sophisticated cooling systems with exotic materials for arrangement has little to offer. 4e hot section components. In addition, the relatively low Another advantage of the aft-fan configuration is the chance specific thrust levels compared to present-day engines may of being able to use existing engines as the gas generator. This necessitate considerable development in manufacturing tech- was the case with both aft-fan engines in service today. Investi- niques and plant in order to produce the large components gations have also been made into non-integral designs where such as blades and casings. For example, a 35,0001b thrust 3:1 the gas generator and fan unit are remote from one another turbofan would have fan blades almost 24in long, and a fan and connected solely by gas ducting. With this approach, it is casing almost 6ft in diameter. possible to revert to the conventional layout with the fan For military applications where performance is vital, cost being shaft-driven from the turbine. This permits closer ™a> not be so critical as it is with commercial engines. In optimisation of fan and turbine aerodynamics. Such schemes c'vii aircraft, the manufacturer must decide whether minimum also bestow greater flexibility of design and installation and ?-f-c. is justified relative to a cheaper engine of inferior per- allow, for example, two or more fans to be energised by a formance. This decision is obviously determined by the role common gas generator. In particular the aft-fan arrangement ?.tne aircraft. For long ranges the accent is on s.f.c. and hence facilitates easier installation on the aft-fuselage for beneficial ""gh by-pass. To a lesser extent, similar conclusions would boundary layer ingestion. Probably be drawn for medium-range transports. For execu- te aircraft, however, where fuel cost is not so important as Boundary Layer Ingestion The general subject of fuselage Having an engine of simple and robust design, requiring the boundary layer ingestion has received wide study during the "unimurn of maintenance, the choice could well fall on the past three or four years and the results have indicated that c°ol, low by-pass engine. considerable improvements in aircraft performance may be achieved by such schemes. Fig 3 shows the order of improve- Engine noise is now bound by strict limitations. On ment if the full depth of boundary layer is swallowed by the earlv gas turbines, and even with most of those now in fan, with the gas generator taking free stream air. The degree ?yice, the source of the trouble has been the exhaust—an of improvement is, however, very sensitive to intake duct pres- •Shth power function of the stream velocity. With increasing sure loss, and could well be cancelled out if the internal losses 1052 FLIGHT International, 16 December

FREE-STREAM examined and appears to be a feasible proposition (Flight, FAN AIR December 9, page 1004). However, there are several areas of uncertainty in this type of propulsion system on which much work remains to be done before a proposal could be made worthy of the cost of a major aircraft programme. — - Installation and Thrust Reversal Reference has already been made to the increasing interest in short-chord cowls as by- FULL BOUNDARY """" ' LAYER INTO FAN pass increases, although the precise cross-over point from one type to the other is obviously a function of the individual engine cycle, aircraft flight speed, installation details and several related factors. However, this type of installation intro- I 2 3 4 5 6 7 8 duces certain complications when thrust reversal is required. BY-PASS RATIO With two airflows, two separate reversers are necessary. A cascade arrangement set into the nacelle should serve to deflect Fig 3 Effect of fuselage boundary-layer ingestion by the fan at Mach 0.8 the by-pass air, while the turbine exhaust reverser could be of cruise at 35,000ft. An overall pressure ratio of 20 : I is assumed a similar type or alternatively of the bucket or target type. Of course, as by-pass increases, so does the proportion of thrust from the by-pass flow so that it may be possible in some THE CASE FOR MEDIUM BY-PASS . . . cases to reverse only the cold air and then simplify the hot stream device to be a thrust spoiler rather than a reverser. of the intake system are more than about 5 per cent greater To summarise all the points mentioned it would seem that than those of a free stream intake. Clearly the overall im- there are considerable performance gains to be had by going provement on any particular installation is dependent on the to by-pass ratios of the order of 5-6:1 for long-range trans- boundary layer air available relative to the thrust required. ports, perhaps even higher when relatively short-field capa- Designs have been made in which all the engines are mounted bilities are required. There will, however, be a penalty in terms in the rear fuselage, sharing the available boundary layer air of engine cost. For short-range aircraft, particularly twins, the plus free stream air but these introduce almost insurmountable choice is more likely to settle around the 2-3:1 region. To problems in structural design. conclude, it must be stressed that any opinions expressed in Alternatively, the possibility of a multi-engine installation this article are those of the author and do not necessarily in which only one engine ingests boundary layer air has been represent the official policy of Bristol Siddeley Engines Limited.

KEEP BRITAIN FLYING (continued from page 1032)

The aerospace industry has also contributed to the standing tion by Parliament and public alike that the prosperity and of British technology as a whole through its influence on safety of the nation depend in no small part on strength in other branches of industry. The knowledge gained in solving the air, that such strength is far more valuable and secure if problems met by aerospace designers has spread, for example, it is native than if it is foreign, and that a stable policy into electronics, metals, plastics, ceramics, fabrication tech- directed to securing and maintaining that strength should stand nology, machine tools, and instruments. high among the priorities of Government. It would certainly be absurd to argue that millions of The essentials of such a national policy must be:— pounds should be spent on aerospace research just because (a) Closer and earlier collaboration between Govern- of this "fall-out." But there is no doubt that very substantial ment and industry in formulating long-term plans for benefits have accrued from fall-out in the past, and it is providing aircraft and equipment for the armed forces therefore important that future benefits of this kind should and airlines, so that maximum compatibility with over- be taken into account in assessing the cost of defence projects, seas requirements and consequently greater export poten- and particularly when making comparisons between the advan- tial is achieved. tage of buying, equipment abroad or developing it in Britain. Without this the temptation and pressure to accept available and therefore probably obsolescent aircraft and equipment is very great, and the consequences damaging International Collaboration Collaboration is no new concept to the industry and the nation. as between companies in the aerospace industry. (b) Acceptance that the U.K. economy simply cannot Agreements between the British aerospace industry and Euro- afford to develop and produce the full gamut of aircraft pean partners for close European collaboration are probably and guided weapons and must therefore concentrate on the only practical alternatives to United States and Russian certain areas of maximum benefit to the nation. Such domination of world aerospace markets, civil as well as areas of concentration to be agreed between the Govern- military. ment, the fighting services, Corporations and the industry. A most significant development is the advent of international This policy should not be construed as opting out of the collaboration on aerospace work now being sponsored by the capability of changing the areas for concentration in the United Kingdom and other European Governments. light of changing circumstances. Collaboration has no magic of its own: it makes sense only (c) Acceptance that once such a policy is agreed it can if the outcome of partnership is full participation in advanced only be modified on the same long term basis as it has techniques, the sharing of development costs and the widening been formulated, and that abrupt changes are both dis- of the market. But collaboration will be successful only when ruptive to the industry, and fatal to export prospects. negotiations are carried on from a position of strength. This (d) Precise definition of the nature, extent and means or means that the industry must preserve the ability to plan and international collaboration on joint projects—bearing m to produce new ideas of its own, and if necessary, to under- mind that we must retain our national capability to design take complete projects. and manufacture our own requirements in time of nee . Such a policy, with the endorsement of the Government Conclusion Two things are vital to the life of Britain, which and the understanding of the Trade Unions, will enable tne cannot from its own resources feed its population—overseas industry efficiently to employ its human, physical, and finan- trade, and the means of defence to ensure that that trade cial resources to the best national interest. , cannot me strangled. The industry has the capability in knowledge, men an The British aerospace industry has the will and the skill equipment, to hold its place in the world, and given the °PP0^ to assure Britain the same leading position in the air that tunity, will continue to make an irreplaceable contribution she once enjoyed upon the seas. What is needed is recogni- the economy. P FLIGHT International, 16 December I96S 1053 of1I- ol IU|>J mil1 ec The Pen and the Air

RECENT AVIATION LITERATURE REVIEWED BY HUMPHREY WYNN

T is curious how a batch of aeronautical books sent from dropped sharply as the visions of victory faded. What was it publishers for review sometimes dovetail into one another. like, then, being a pilot on the German side? According to I In this latest batch, for instance, there is The Royal Flying Jack D. Hunter, American author of the novel The Blue Max, Corps: A History, by Geoffrey Norris; and, depicting some of which is now being made into a film, it was not a simple the machines that RFC pilots flew, a pocket-sized compendium matter of young men taking-off for fighting, bombing or on Fighters Volume One: Great Britain, by J. M. Bruce in the strafing sorties; there were deep psychological complications, War Planes of the First World War series. There is also a personified in Lt Bruno Stachel, who flies Pfalzes and then novel. The Blue Max, by Jack D. Hunter, concerned with 1918 Fokker D. VIIs and wins the Blue Max, Germany's highest flying on the German side. Then, two books which take their award for an individual act of gallantry. In the final chapter subject-matter from the Second World War: a biography of Stachel goes into a hotel bar and listens to "a large Oher- Sqn Ldr M. T. St John Pattle by E. C. R. Baker, called Pattle: leutnant with a square face" holding forth on Germany's Supreme Fighter in the Air; and a personal reminiscence of future—Hermann Goring. war-time flying operations, The Sky Suspended, by Jim Bailey. Fighter pilots in the 1939-45 war had either a better or Finally, a look into the present and the future: Jet Pilot, by worse time of it than their predecessors in 1914-18, according Philip N. Russell; a new (third) edition of The Aircraft of the to their theatre of operations and the odds against them. World, compiled by William Green and Gerald Pollinger; and Nobody could say that Sqn Ldr "Pat" Pattle, whose fighting the 1965 edition of Brassey's Annual—The Armed Forces Year- career came to an end over the Bay of Eleusis, Greece, in April Book. 1941 had had anything but odds to contend with—first on Now that the Royal Flying Corps has passed into history, Gladiators in the Western Desert, then as a Hurricane its contribution to future ideas about the deployment of air squadron commander in Greece when heavily outnumbered by power falls into perspective. In his introduction to Geoffrey German aircraft. According to Mr E. C. R. Baker, who has Norris's clearly written and compact study of the RFC, Marshal done a great deal of research into Pattle's career, he shot down of the Royal Air Force Sir John Slessor makes two pertinent at least 40 enemy aircraft; and this phenomenal demonstration observations. He says that the RFC was still an ancillary of courage and skill justifies the title of his excellent and Service; it did not, for example, have any noticeable effect exciting biography: Pattle: Supreme Fighter in the Air. upon the war at sea. Nevertheless "the writing was on the In many cases, happily, pilots have been able to set down wall"—the first signs were seen of the use of air power as a their own stories; and one such is a South African, Jim Bailey, decisive factor in itself. Secondly, "that the men who had to who has written what he calls "the analysis of a flying plan the operations and composition of the Royal Air Force in experience 1940-1945" under the title The Sky Suspended [the 1939-45 war] did not make more mistakes than they did (though why should he have chosen a title previously used for was surely due in part to their experience a generation earlier a Battle of Britain book?). Mr Bailey, who flew Defiants, then in the old Royal Flying Corps." Beaufighters, has taken a long time to produce his book; but he writes well and the result is worthwhile, though sometimes his search for unusual terms gets the better of him, as when he Western Front Operations talks of Milton's "steel and concrete paragraphs." At his best Mr Norris emphasises that aircraft like the Bristol Fighter, he is very good: "From aloft, you may detect patterns in the SE.5 and Sopwith Camel were "winners" but also stresses the sea, observe the change of colour where a river enters or hardships that pilots had to undergo in operations over the where the coastal waters drop off a shelf into the deeper Western Front—with open cockpits, no parachutes, castor-oil ocean"; and his great merit is that he looks behind the excite- fumes in rotary-engined aircraft, and no tests of ability to ments and tragedies of air warfare to the human problems withstand reduced atmospheric pressure. "Ear ache—the needle involved. sharp pain of a tortured ear drum which no amount of mas- A similar honesty of purpose pervades Philip N. Russell's sage or head-shaking would assuage-and bleeding noses were Jet Pilot, which weaves a fictional story onto a factual back- common . . . McCudden . . . has recorded how he used to ground of current RAF flying training. This makes his book cruise over the lines at 20,000 feet so that he would have a both highly readable and also instructive for future jet pilots few thousand feet in hand when he spotted an enemy below. now cogitating Service careers. Let them also study some of He invariably felt sick and dizzy after these flights but never the types they may fly in The Aircraft of the World, a monu- allowed this to deter him from repeating the performance mental compilation of facts and illustrations, which though whenever it was possible." Such was the physical, in addition it costs 95s is not expensive for the number of types—1,500— to the moral, courage of RFC pilots. it records. One can only admire the joint authors' assiduity in Some of the fighter aircraft they flew are described and collating so much information. Just as such a book puts facts u trated in J- M- Bruce

Short-haul Productivity SIR,—I would like to thank your correspondent Mr Letters David W. Vernon (December 2) for his general encourage- ment of the work of the British Junior Chambers of Letters for these columns are welcomed, though "Flight Commerce in calling for better domestic air services in International" does not necessarily endorse the views the UK. He questions, however, some of the points expressed. Name and address should be given, not necessarily made in my letter of November 18. for publication, in full. Brief letters will have a better chance I think he is mistaken in saying that BEA's £460,000 of early publication. loss on the Isle of Man service could have been due to charging part of the Vanguard introduction costs to this part of their route structure. BEA have themselves always maintained that their cost allocations are accurate Accident Statistics and that this sort of misallocation does not occur. SIR,—As we near the year's end, you are doubtless pre- He suggests that the dramatic turn of the £460,000 paring another of your useful summaries of air accidents loss by BEA into a £40,000 profit by Cambrian was to and it is not inappropriate, in this context, to refer to some extent due to aggressive sales at Liverpool by the special features on safety in your issue of May 30, Cambrian staff on the spot, but in the first year of 1963. Introducing these, you wrote (page 774): "What operation a profit of £10,000 was made even though can be done to improve matters? ... In general, the traffic fell below budget. more 'open' the safety environment, the healthier it is." As far as productivity of staff is concerned, Mr Vernon May I suggest that your tables should show total makes the point that when a company gets bigger the passengers and crew on board, as well as fatalities? If number needed to run scheduled services increases out one survives out of 100, it indicates that the accident, of all proportion to the number needed by a small, while perhaps severe, was at least survivable; but if the closely organised unit, and that BEA undoubtedly suffer one survivor was the sole occupant of the aircraft, the from this. By comparison with the United States domestic accident may have been quite trivial. Such figures would airlines, however, who run wholly scheduled services be helpful as a rough guide to severity. similar to BEA's, the corporation's overheads are much An "open" safety environment will never be attained higher. so long as serious incidents and near misses remain I think that Mr Vernon is right in drawing attention cloaked in obscurity. At the Flight Safety Symposium to the fact that BEA aircrews operate on a points two years ago, Mr Walter Tye of the ARB stressed the system which works against short-haul services. I believe, supreme importance of learning all we could from such however, that they often work only two out of the five occurrences; from the viewpoint of future prevention sectors permitted a day rather than the four out of five there was often rather more to be learned from an which Mr Vernon mentions (total number flown per unspectacular non-fatal accident or incident, as the crew year is only 400). The final effect is that Cambrian flying were alive. staff costs for the Viscount are less than half BEA's. It is, however, only occasionally that details of such London EC4 JOHN o. ABDELLA, minor incidents come to notice, through the Press. Per- British Junior Chambers of Commerce haps this is largely because they have little news value. However, Flight would be rendering a valuable public service if you can include, with your annual accident SIR,—Extract from a letter, "Short-haul Productivity," summary, a table giving such details of incidents as may in your issue of December 2: "As far as aircrew are be ascertainable. This would help more people to realise concerned Cambrian must get more productivity from the significance of such incidents, it may indicate trends, their aircrew, for a number of reasons. BEA crews and it would prepare the way for official summaries of operate on a points system, which works against short- incidents to be issued, as now customary for accidents. haul services." Farnham, Surrey B. w. TOWNSHEND Against short-haul services? Or against the system which permits maximum utilisation of crews regardless [Available information on major jet accidents/incidents, fatal and otherwise, is given in the tables on pages 1039-1041 in of petty considerations such as time for meals or this issue. In future tables it may also be possible to show adequate rest by medical standards between and after total passenger and crew numbers as well as fatalities.—Ed] flights? Perhaps it is worth repeating that the BEA points Solid Scrag ? system is the result of an independent scientific and medical survey into short-haul pilots' workload. SIR,—Doubtless the contributor of your survey "Missiles lust in case the writer feels he has the last word on 1965" (November 4) has his reasons for asserting that crew utilisation, how about this one? On duty 0715. the massive Soviet rocket Scrag is "clearly liquid fuelled," Jersey - Guernsey - Southampton - Exeter - Belfast - but it would be interesting to hear them. The light Exeter - Southampton - Guernsey - Jersey. Off duty weight of the transporter trailer has been the starting 1930. Time on duty 12$hr. point used by some commentators, but others discount Not a moment wasted! Even to eat? Any takers? this on the grounds that a paraded missile is hardly Forest Row, Sussex NANCY COX likely to be loaded with fuel in Red Square. Some points in favour of a solid fuel alternative in- terpretation of Scrag might be collated as follows: (1) Domestic Services Inadequate? three rocket stages rather than two would be retrograde SIR,—Through the medium of your magazine I should on a liquid ICBM; (2) however, triple staging, quadruple like to draw attention to the total inadequacy of British first-stage motors, a flared skirt, and a longitudinal surf- domestic air services. Let me outline the deficiencies ace conduit are typical of high-performance solid missiles which have caused Britain to fall behind in the develop- such as the Minuteman variants and the Soviet Savage; ment of such services. (3) the curious inter-stage trussing also occurs on Savage, First, there are several large areas of population that which could be regarded as a scaled down replica of are not linked to London by daily air services. Such Scrag in respect of stage proportions. places are South Wales, the South-West, East Anglia Your survey, from which the above inferences are and the Humber area. All these areas harbour consider- gleaned, also states that the solid-propellant Minuteman able industry, and the Government is encouraging still represented a major breakthrough in the field of propul- more companies to move out to these areas. Second, there sion, among others. Perhaps the Russians achieved this is also a marked absence of services between the large even earlier, hence the surprisingly large payloads of areas of industry, as is the case between the North-East, the Vostoks, etc? South Wales, the South and Scotland. Third, there should London W2 G. B. BATHURST be further consolidation of high-density routes operated FLIGHT International, 16 December (965 1055

LETTERS . . . DIARY Dec l< RAeS Isle of Wight Branch: Branch prize lectures. Bugle by BEA, British Eagle, Autair and BKS (e.g., London- Hotel, Newport. 6 p.m. Newcastle). Fourth, helicopters (S-61N type) should be Dec 16 RAeS Yeovil Branch: "Radio Astronomy," by D. Barber. introduced on feeder services—for example in the Technical College, 6 p.m. Highlands and islands of Scotland—to replace excess- Dec 17 RAeS Weybridge Branch: Annual dance. Dec 21 Aviation Society of London: "The FAI Light Aircraft Tour of capacity Viscounts, and in densely populated areas. Europe," by John Blake; and film, "The Paris Aero Show, Sufficient passengers could justify these services by the 1965." Kronfeld Club, 74 Eccleston Square, London SWI. initial introduction of small aircraft like the Britten- Dec 22 Kronfeld Club: Christmas party (venue as above). Norman BN-2. They could be operated on a "walk-on" basis with a minimum of crew. Large aircraft could be progressively introduced as traffic increases. The finding of suitable airports should be rather less difficult, since Handing up my BOAC "round-trip" ticket to the most towns possess airfields of sorts. There need be stewardess while we were in flight, the conversation only a minimum of terminal buildings. For larger aircraft went thus: — existing RAF airfields could be used, as British Eagle do SHE (with Boston accent, after scrutinising ticket): on their seasonal services into Newquay (RAF St "I guess you're British." Mawgan). Gatwick would be the terminal for all such ME: "That's right." operations, at last justifying its existence. SHE (unsmiling) "You know, I thought I noticed an Britain is far behind the other major world nations unusual smell in the aircraft this morning." in the establishment of an efficient network of internal ME : I beg your pardon? air services. The longer the Government ignores this fact SHE (still unsmiling): "It must be your Englisri the greater will be the hindrance to industrial expansion. cigarette." Freshwater, IoW ALUN EVANS Who said they had forgotten the "tea party" in Boston? Wrapped in Mystery London (Heathrow) JOHN E. WILLIAMS SIR,—I read with interest in the November 25 issue of A irport Flight your reference to the commissioning by the Minister of Aviation of a market survey report on the For M6 read M4 VC1O/DB265 project, already conducted by The SIR,—In the caption to your very fine photograph of Economist intelligence unit. In the same issue we are Heathrow, "Overhead London" (December 2), you say once again reminded of the absurd secrecy which sur- it includes the spur motorway to the M6. Some spur! rounds military aircraft orders (of interested parties, only As the VC10 would fly (airways disregarded) the nearest the British public is left in the dark) therefore I think point on M6 is some 115 miles to the north-west! Mind it all the more deplorable that this report on a proposed you, I approve of the principle. Indeed, what would be commercial aircraft should have the same shroud. very useful is a motorway link between LAP and Ml, As for The Economists well-known attitude towards to which M6 is to be joined. And while we're about it, the British aircraft industry (particularly BAC, through a motorway link between LAP and Gatwick wouldn't the Concorde), plus the recent Government actions, I be a bad thing either.

should think that BAC have already given up the London Wl M. FRANCIS struggle. Information Officer, British •-,- Wokingham, Berks. H. J. SHIPPERLEY Road Federation [For the caption writer, a sharp spur.—Ed] Loran Receiver Weight SIR.—I wish to refer to the excellent article on "Long- Range Navigational Aids" written by Captain L. Taylor IN BRIEF in your issue of November 11, 1965. Air Cdre Allen Wheeler, whose letter on the presenta- I note that the weight of the ARN-78 digital micro- tion of the two Bristol Boxkite replicas to the Bristol circuit Loran C receiver is given as "about 401b." In Museum and the Shuttleworth Collection appeared in actual fact the uninstalled weight of this equipment is these pages last week, now adds a postscript: "The 291b. The Loran read-out can, if so desired, be auto- Avro Triplane IV which was also used in the film matically converted into latitude/longitude co-ordinates Those Magnificent Men in Their Flying Machines is now by the use of a suitable digital computer, such as the up for sale. Since this was also one of the earliest suc- Sperry Mk 14. cessful all-British aeroplanes to fly in this country it is Bracknell, Berks SPERRY GYROSCOPE CO LTD, hoped that it may be acquired by the Shuttleworth B. J. L. Greenland, Collection. Every endeavour is now being made to find Assistant Manager, Aeronautical Sales means of achieving this." Mr D. N. Tattersall, 15 Eastwood Avenue, Wilmslow, Surviving Harvards Cheshire, who is writing a history of the Siskin fighter, SIR,—We were interested to read in your issue of would like to hear from pilots, groundcrew and former November 8 a letter from Allen G. Sharp, in which he members of the design team. He would particularly like referred to the last two Harvards still flying in RAF information on J839O, which was carried on a special colours at Boscombe Down. gun platform in HMS Repulse, and on a Siskin flight There are in fact three Harvards still flying there. which served in Ambala, India. We are pleased to say we are responsible for this, since we have been supplying the spares for these aircraft for Fit Lt A. W. Price. IX sqn, RAF Cottesmore, Rut- some years. land, writes with reference to the air battle of Decem- SKY-LINES (AIRCRAFT COMPONENTS) LTD, ber 18, 1939, when 24 Wellingtons from IX, 37 and London W5 F. C. Govier, Director 149 Sqns left their East Anglian bases to attack German warships off Wilhelmshafen and were intercepted by Smoke Detector some 50 enemy aircraft; 12 of the Wellingtons failed SIR,—Further to Roger Bacon's item (Straight and Level, to return and two crash-landed. "It was this battle," November 25) concerning the Eastern Airlines Air writes Fit Lt Price, "which proved that Bomber Com- Shuttle from New York to Boston, I thought you might mand could not expect to fight its way through to its like to hear of my amusing (viewed retrospectively) targets in daylight"; and he would be interested to hear experience on the service last October. from any members of the aircrews who took part in it. 1056 FUGHT International, 16 December 1945 INDUSTRY International

Products Company News

The principle to be employed is the cor- "Lamina Flow" benches for micro- Great Britain relation of synchronised pulses from engineering assembly, claimed to keep two transmitters operating at "C" band, the air above the bench clean to 0.01 Magnetic Detector Units Considerable spaced about 2km apart. microns, are being made by the South success is being claimed by Vactric London Electrical Equipment Co Ltd, Control Equipment Ltd, Garth Rd, Plessey Radar Orders Two orders of Lanier Works, Hither Green, London Morden, Surrey, for the Tedeco mag- have been received by Plessey Radar to- SE13. netic detector units which have been gether worth £120,000. A type 43S installed for several months in British weather radar, ordered for Hong Kong, turboprop and turbojet engines to de- will supply information to the Royal tect incipient bearing failure in gear- Observatory and Kai Tak Airport. The Canada boxes and engines. aerial will be mounted high on Tate's The detector units consist of a mag- Cairn and protected by a radome, and Douglas of Canada Appointments As netic head held in a body by a bayonet the airport and observatory will be con- Douglas of Canada assumed responsi- quick- release device. They are posi- nected to the aerial by microwave links. bility for producing DC-9 components tioned in the oil system, where any Plessey has also received an order for at the Malton, Ontario, factory of de ferrous particles caused by metal-to- the type WF2 wind-finding radar for the Havilland Aircraft of Canada Ltd on metal contact of highly stressed com- Philippine Islands; it tracks a balloon- December 1 some new executives were ponents are likely to collect. The body borne reflector target and incorporates appointed to the company. The group has a self-closing valve to prevent oil a remote automatic data printing unit. vice-president (aircraft) of the parent loss when the head is removed. Douglas Aircraft Company, Mr Jack- Rum bold Stairways In the advertise- son McGowen, was elected president of Fork-lift Re-order The Ministry of ment which appeared on page 9 of our the Canadian subsidiary and vice-presi- Defence has ordered four more Shor- December 2 issue the line referring to dents were appointed with the follow- land fork-lift trucks, to a value of about the engineering of Rumbold Stairways ing responsibilities: Messrs W. L. Whit- £15,000, for use on board aircraft car- should have read "Rumbold Stairways tier, general manager; C. R. Gollihar, riers. The trucks, which can lift loads are engineered by Spurlings." Flight financial management; W. H. Jackson, of up to 12,0001b, are used for moving regrets this error. administration; and A. W. Baker, large items such as drop tanks. The operations. trucks are made by Short Bros* General IN BRIEF Douglas of Canada will make four Engineering Division and are marketed sets of DC-9 wings and tail sections by Conveyancer Fork Trucks, of War- Four Mk 3 ground power units have each week—worth two million US dol- rington, Lanes. been supplied to BOAC by Houchin lars per week and employing 6,000 Ltd, of Ashford, Kent. Used to service Canadians. Norbury Instruments Ltd, of Croydon, electrical and radio systems, they give Surrey, has been awarded a contract by 75kVA at 200V (three-phase, 400 c.p.s.) and are of brushless-alternator design. the Ministry of Aviation to design an experimental equipment using correlation A new differential comparator plug- USA techniques for the investigation of an in unit, the type 3A7, is being made by aircraft guidance system. This work, to Tektronix UK Ltd, of Beaverton House, Station Approach, Harpendcn, Herts. It Control Contract for Honeywell The be carried out in conjunction with the is designed for use with the Tektronix Air Force Aero Propulsion laboratory RAE, is expected to improve the per- 560-series oscilloscopes. at Wright-Patterson AFB, Ohio, has formance of the radio guidance needed awarded a contract worth approximately for automatic approach and landing. Moog Inc, of New York, manufac- turer of the Hydra-Point numerical £1 million to Honeywell Inc, Minneapo- control system for machine tools, has lis, for advanced development of a jet formed a British subsidiary, Moog Hydra- engine control system. Following a feasi- Point Ltd, of Cheltenham, Gloucester- bility study over the past two years the shire. new contract will cover the develop- A new type of dry-reed insert, 0.2in ment of a complex fluid control system in diameter and with a glass length of including start-up, operation and shut- 1.375in and change-over contacts, down in rigorous environments. Studies being made by Hivac Ltd, of Stonefield integrating fluid and non-fluid aircra" Way, South Ruislip, Middlesex. systems and the requirements for mult- iple engine applications to achieve optimum thrust stability control wil also be made. Spacecraft Camera J. A. Maurer Inc. Mr Kenneth M. Mo/son (/eft), curator of the National Aviation Museum, Ottawa, with a Long Island, NY, has developed, under 6ft-span model of the Wickers Vimy in which a NASA contract, a "second generation Alcock and Whitten-Brown, in 1919, made 16mm sequential camera for use w the first transatlantic non-stop flight. It was spacecraft, aircraft, or on the grouna. presented to the museum by Mr David Boyd Designated model 308, the camera » (right), vice-president and deputy general claimed to offer even greater resolu- manager of Rolls-Royce of Canada Ltd, tion and reliability than did the eariie Montreal, on behalf of his company. The Model 296. The 308 weighs aPPr0"' aircraft was powered by two Rolls-Royce ba Eagle VIII engines, one of which is an exhibit mately 21b, holds 200ft of l * in the museum film and measures 6in x Hi XV Two modified Rent-A-Plane Aztecs are now in the Solomon Islands, engaged on a year-long geological survey on behalf of the United Nations. The equipment carried will permit magnetometer survey, radio surveillance, and air-to-ground photo- graphy. One of the aircraft has a nine-foot stinger tail and trailing "bomb", and the other has three loop aerials. During the survey the aircraft will fly in tandem at 500ft

Business Flight Simulator RKO General Inc is the first busi- ness aircraft operator to buy a Transdyne instrument and SPORT navigation flight simulator. Mr Corbet Ballard, chief pilot and manager of RKO's Aviation Department, sees a real need WSSBSSMM for in-house training and proficiency maintenance capability for his operation. The Model 64 trainer is being specially AN D equipped by Transdyne to simulate the characteristics and equipment of the company's Aero Commander 680F. Even though RKO will not have full-time need for the trainer, they BUSINESS point out that the savings in aircraft training time will more than justify the purchase, and they may even realise a cash profit by scheduling time for pilots from other companies.

Lancaster University Flying Club Fifty students of the newly Worid Gliding Championships may be held in France in 1967. established Lancaster University have formed a flying club. A final decision will be made next January; if France does not The aims of the section are twofold: to promote aviation organise the contest in 1967 it is likely to be postponed until interest generally, and to arrange the cheapest possible flying '968, for which year Poland has offered to hold the cham- for members. .It is hoped to work in co-operation with arc pionships at Leszno. The use of radio in the world champion- existing club at Blackpool Airport. The club committee are ships, which reached a high degree of refinement last June Mr A. Satterley, chairman; Miss C. Barker, secretary; Mr R. at South Cerney, is to be restricted next time. Although there Maynard, treasurer; Miss M. Vaughan, publicity agent. will be no limit on the use of receivers, only two transmitters will be allowed per entry—one in the competing sailplane and Blackbushe Aero Club's New President Lord Gosford, °ne in its retrieve car. There will be no base stations as such; Parliamentary Secretary to the Ministry of Defence in 1956-57 if a team manager wishes to communicate with his pilots he and subsequently Government spokesman in the House of "lust do so from one of the retrieve cars. At a recent meeting Lords on civil aviation matters, has accepted an invitation to °f the FAI Gliding Commission in Paris there was general be president of the Blackbushe Aero Club. Lord Gosford Weement that such a restriction was necessary. Otherwise, it lives in Camberley, only three miles from Blackbushe Airport. **s felt, there was a danger that the championships might "eeome a contest between national electronics industries rather Busy Brantlys The 21 Brantly B.2 helicopters registered in> ton between individual pilots. Britain since 1962 have flown a total of over 10,000hr. National Gliding Championships will be held at Lasham n next year, from May 21 to 30. The entries will comprise tw° classes, with a maximum of 40 sailplanes in each. Since Eastbourne College introduced flying scholarships in 1950 R°ckweH Advisers The Rockwell Standard Corporation, some 70 boys of the school have gained private pilot licences. At manufacturer of Aero Commander aircraft, has set up a five- the moment six members of the school's CCF are qualified pilots. an Ltor.S Cdt P. F. Barker; Cdt WO 0. L P. Masefield; Cdt UO "! board to advise on development and operation of its D. F. Leatherdale; Cdt UO P. L. Glyde; Cdt FjSgt D. L. Mansell- aircraft divisions. Members of the board are Lt Gen Elwood and Cdt F/Sgt P. M. R. Lloyd-Bostock *• Quesada, the former FAA Administrator; Earl Dallam 'onnson, former president of General Dynamics and past President of the Air Transport Association; Francis J. Trecker, raident of the Kearny & Trecker Corp; Capt J. O. Bennett, «rcraft research engineer, test pilot and veteran PanAm pilot; *a) Gen John B. Montgomery, ex-USAF and president of the M"quadt Corp. Aero Commander now has one of the most complete ranges fte light aircraft manufacturing business. The company ™iouncement of the new board states: "By injecting the out- j, linking and varied points of view ... we expect to guide e expansion of our business on the soundest possible basis." Now re-equipping with the new HS.I25 Dominie T.I navigation I trainer is the RAF's No I Air Navigation School at Stradishall, Suffolk, near where this photo- graph was taken recently. Behind the Dominie is a Varsity, which will continue in service, and a Meteor T.I4, for which the Dominie's introduction spells retirement

dent, 111 programmes, (the plural form only 250 aircraft. Since he intimated at and the absence of "F" were, it now the same time that a new aircraft might appears, significant) told Flight that there be introduced into SAC (now known to were other ways in which the F-111 be, of course, the B-111) this figure is could be adapted for the SAC role understood to represent the number of without necessarily lengthening the fuse- B-52s which will be retained. lage and accommodating a third man. Mr McNamara also disclosed plans Beyond that Mr Cosby would say noth- for cutting the Air Force Reserve and ing of a strategic bomber version or the Air National Guard transport units, and reconnaissance version, the RB-111, a reduction in the US air defence forces. which is virtually certain to stem from Nine reserve groups, flying C-119s, will it. be disbanded and 17 fighter squadrons A recce version of the present tactical of Air Defence Command plus a number aircraft, designated the RF-111A and of Nike-Hercules anti-aircraft units are incorporating the minimum number of also to fee abolished. changes compatible with fitting all- Mr McNamara announced that 126 weather and night sensor systems, is now domestic bases and 23 overseas establish- under development. Over $12 million has ments are to be closed or reduced, with F-111 TO B-111 been authorised by the DoD for initial the saving of approximately $410 development but no firm decison to pro- million (£146m) a year. A STRATEGIC BOMBER VERSION of the duce has yet been taken. The USAF's F-1I1 swing-wing tactical fighter is to need is reported to be for about 100 Mirage IV Demonstration? be produced in quantity, President John- reconnaissance versions and the USN, A DASSAULT MIRAGE iv is to be demon- son having authorised the production of if it does not drop the F-111B naval strated in Britain by a combined D 210. This was announced from the LBJ interceptor version in the face of diffi- sault/BAC team during the next three ranch in Texas last Friday, December 10. culties with the Phoenix air-to-air mis- weeks, according to the Sunday Tele- Designated the B-111, the aircraft will sile and excessive aircraft weight, is in- graph for December 12. BAC, asked to equip the USAF Strategic Air Command terested in some reconnaissance versions comment on this report, stated that^no which, it appeared from an announce- too. definite event had yet been arranged, ^ ment earlier in the week by Secretary of Earlier last week Mr McNamara had if held it would possibly take place at Defence Robert McNamara, was to face announced that the SAC strategic bom- the BAC airfield at Wisley. Such a a major reduction in its manned bomber ber fleet would be reduced by two-thirds demonstration would clearly be timed to force. The B-111 will become operational over the next five years.The larger part derive maximum effect from current in 1968 and all will be in service by of US nuclear deterrent strength is now parliamentary discussions relating to the 1971. vested in ICBMs and Polaris fleet bal- purchase for the RAF of the GD : The B-111 has been projected for some listic missiles, which now total 1,400 and and would be taken as a counter time and considerable USAF pressure will have increased to about 1,700 when GD's intensive publicity efforts in Britain has been manifest for its adoption. Pre- the bomber run-down is complete. The recently. viously it has been taken to be a three- present SAC bomber fleet comprises seat, stretched-fuselage version of the about 630 B-52s, 80 B-58s, and perhaps F-104Gs: Oxygen Poisoning Again? ^ present USAF F-111A strike version, the 150 B-47s now being scrapped at a rapid REMARKABLE SIMILARITIES OCCUr betWee third-seat accommodating a defence rate. Of these, only late-model B-52s are the most recent Luftwaffe F-104G Star systems operator in the style of its pre- to be retained, the later-in-conception fighter loss and an accident with » decessor from the GD Fort Worth fac- and supersonic B-58 being completely RNethAF Starfighter a year ago in wnicn tory, the B-58 Hustler. But on Novem- withdrawn. The reduced bomber fleet, a squadron commander from ber 24 Mr John Cosby. GD's vice-presi- said Mr McNamara, would comprise Leeuwarden interceptor base was Kill FLIGHT International, 16 December 1965 1059

range to Eniwetok, reaching 400,000ft altitude, 15,000 m.p.h. and 12,000°F re- entry temperature en route. The first Minuteman 2 wing, com- prising 150 missiles, is now under construction at Grand Forks AFB, ND. Automation for RAF THE RAF is to be equipped with a num- ber of data-handling systems as a result of a £4 million contract placed with Plessey Radar in collaboration with Elliott-Automation by the MoA. The systems will comprise advanced radar Still coming off the Hawker Siddeley Chester production line, despite the Dominie, is its predecessor, display and data-handling components the Dove. This is the first of two for the RJAF Royal Flight, for the use of King Hussein and Jordanian Ministers, and was handed over at the beginning of the month. It is the 539th Dove built and the from Plessey Radar and a multiple com- type has just entered its 21st year of continuous production puter complex and associated software from Elliott-Automation. They will be used by the air defence control staffs from Norvenich for a night exercise SA Pushing for SAMs to provide early warning of hostile air- when radio contact was lost while it was RENEWED PRESSURE is being applied by craft, surveillance of civil aircraft move- passing over Dortmund. The aircraft South Africa on the Western Powers to ments and for weapon assignment and continued to fly north and the RDAF break their embargo on the supply of the control of interception. and RNorAF were alerted and arms to that country in the case of Production is already under way. managed to intercept it. Intercepting surface-to-air missiles. This was made pilots were unable to raise the Luftwaffe clear by the Defence Minister, Mr Jim MATS VC-6A Handed Over pilot but reported that he was slumped Fouche, in a speech last week in which THE UNITED STATES Military Air Trans- in the cockpit, the aircraft continuing he said that South Africa could not con- port Service's latest acquisition, a Beech on the autopilot. Finally, when the fuel tinue to make itself a target for attack King Air, designated VC-6A, was for- was exhausted, the Starfighter crashed (by extending facilities to western forces, mally handed over at Wichita, Kansas, near Narvik, in Norway, and the pilot principally the Simonstown naval base recently. The VC-6A will join Air Force One and will be on the strength of the was killed. which the RN uses) without having the missiles necessary for its defence. 1254th Special Air Mission fleet, which Following the RNethAF accident last is based at Andrews AFB, Maryland. year. In which a virtually identical Observers interpreted his remarks as a -The turbine-powered aircraft will be sequence of events occurred, culminating threat to deny the west use of South used for carrying small groups of key in a crash on an island off the Norwegian African harbours and airfields unless US Government and foreign dignitaries coast, some operating limitations were anti-aircraft missiles are supplied. on official and State business. imposed, one being that F-104Gs always Earlier this year Mr Fouche claimed flew in pairs above 10,000ft. There were that a letter of intent had been placed New C-in-C Signals Command last year for £20 million-worth of BAC also some restrictions on night flying, all AVM BENJAMIN BALL, CB, CBE, has been »f which were recently lifted. Contamina- Bloodhound SAMs but the British appointed AoC-in-C RAF Signals Com- tion of the oxygen system, which was Government denied that an order had mand. At present SASO, Technical assumed to have led to the Dutch pilot been placed. Training Command, he will take up his becoming unconscious (there were other new post next May, when he will suc- ion-fatal incidents of RNethAF F-104G Minuteman's Operational Success ceed AVM T. U. C. Shirley, CB, CBE. 'ilots suffering nausea) was thought to THE FIRST FIRING of an operational lave been solved. Now it seems as Minuteman 2 ICBM which took place THE RCAF CEREMONIALLY RETIRED j tS last hough the Luftwaffe is encountering the from Vandenberg AFB on August 18 three Canadair North Star transports at ;ame problem. The latest accident only this year was fully successful, it was RCAF Trenton, Ont, last week. The «ves to increase pressures inside West announced on December 7. The missile, North Star—the Merlin-engined, Cana- jermanyfor a complete F-104G ground- launched from an operational silo, dian-built DC-4—had served in the ng and thorough technical investigation travelled more than 5,000 miles down RCAF since 1947. ollowing an excessive number of "-104G crashes in recent months.

F-SAs Very Active The second of four DHC Caribous being supplied to the Kenya Air Force passed through Prestwick on December 3. The first arrived at Nairobi on November 29. The KAF, which already operates "HE TWELVE NORTHROP F-5A fighters of he Beavers, is the second African air force to adopt the type in recent months. Caribous already serve- USAF 4503rd Tactical Fighter in the Zambia Air Force (which is to be expanded, President Kuanda announced last week) quadron, which arrived in Vietnam flout five weeks ago for an extensive °mbat evaluation, are being used for round-support and interdiction, and are 'roving highly effective. Over 800 "Kaons had been flown by December 2, EPorts Aviation Daily, without the loss any aircraft, although several have

Astronauts Frank Borman and James Lovell Fish-eye-lens view of the Gemini 7 spacecraft, as technicians prepare to (wearing the new lightweight suits) arrive at close the hatches prior to launch Complex 19 for the Gemini 7 fight

FAULT POSTPONES GEMINI 6 Spaceflisht Gemini astronauts Walter Schirra and Thomas Stafford failed for the second time to take off on their planned Gemini 6 orbital rendezvous flight from Cape Kennedy on December 12. j The first attempt was scheduled for October 25 but was can- celled because of the failure of the Agena target stage to achieve orbit. On December 12, with Gemini 7 already in orbit and ready to act as the rendezvous target, the countdown pro- gressed as far as ignition of the booster engines of the Titan 2 vehicle before a plug in the malfunction detection system became disconnected from the base of the rocket vehicle- j The double Gemini flight began with the launch of Gemini 7 by Titan 2 vehicle on December 4 Ignition occurred after a perfect countdown at 9.54 a.m. local j time (2.54 p.m. GMT), but the engines cut off only 1.6sec later, j Schirra and Stafford elected not to use their ejection seats j (which form the standard method of escape on the pad, during j the first 50sec of powered flight or during descent after re- entry) but remained aboard the spacecraft in spite of the pos- sible hazard of fire and explosion. A NASA spokesman re- ported later that the fault was in no way connected with the j rapid assembly and checkout of the Gemini 6 vehicle and spacecraft following the launch of Gemini 7 from the same pad on December 4. A further attempt to launch Gemini 6 was to be made later this week. Astronauts Frank Borman and James Lovell aboard Gemini 7 observed the Gemini 6 ignition. "We saw it light UP- We saw it shut down," they reported by radio. In place of the rendezvous exercise they continued with other planned experi- ments, and on the afternoon of December 12 exceeded the Cooper/Conrad orbital duration record of 198hr 56min.

With Gemini 7 in orbit, the Gemini 6 spacecraft was checked out on the same pad at Cape Kennedy in preparation for the second part of the double flight HIGH GAIN ANTENNA LOW GAIN ANTENNA FLIGHT International, 16 December 1965 1061 .{OVER (INSULATION) SpacefJight

5OIAR ARRAY FRAMES

SUN SENSOR "B" UN SENSOR "C"

SUN SENSOR BRACKETS

SUN SENSOR "D"

NASA's Pioneer A spacecraft was scheduled to be launched on December 15 into orbit around the Sun to measure ©NBAND' SOLAR ARRAY particles and magnetic fields in interplanetary space. EQUIPMENT PLATFORM Developed by TRW Systems ORIENTATION NOZZLE for Ames Research Center, the 1401b craft was mounted THERMAL LOUVERS as shown on the third stage of a Delta vehicle. The main body is 3Sin high and 37in in diameter; a 4ft 4in antenna rod extends from PLATFORM STRUTS one end and three 5ft 4in booms from the side (see PNEUMATIC BOTTLE INTERSTAGE STRUCTURE ORIENTATION SYSTEM "New Pioneer," page 1062)

The experiments being flown for the first time aboard 0.17°). At 300 miles the beam will be approximately 0.9 mile in Gemini 7 comprise: — diameter. Bioassays Body Fluids In this experiment the astronauts' Receiver systems have been installed at White Sands Missile reaction to stress will be studied by analysing body fluids and Range, Ascension Island and Kauai, Hawaii. The receivers are obtaining a measure of body hormones, electrolytes, proteins, slaved to FPS radars and always point toward the spacecraft amino acids and enzymes which may be produced as a result when it is within range of the radar. of stress. In operation the command pilot will maintain proper space- Calcium Balance Study The rate and amount of calcium craft orientation while the co-pilot aims the laser transmitter change to the body during the conditions of orbital flight will by sighting through the telescope at the ground-based argon be evaluated in this experiment by means of controlled calcium laser. The argon laser beam will be visible to the naked eye. intake and output measurements. In addition to calcium, other When the spacecraft laser beacon is acquired by the ground electrolytes of interest such as nitrogen phosphorous, sodium receiver the ground-based argon laser will be flashed to indicate chloride and magnesium will be monitored. that contact has been established. Both beams will then be ln-Flight Sleep Analysis The objectives of this experiment aligned and voice communications can begin. Voice communi- are to assess the astronauts' state of alertness, levels of con- cations will be one way only—from spacecraft to ground. aousness, and depth of sleep during flight. An electroencepha- During the experiment the astronauts will wear safety lograph (EEG) on the astronauts will be taken during weight- goggles for protection against eye damage which might be less flight, and the electrical activity of the cerebral cortex will caused by stray or reflected light from the onboard laser. °e monitored by two pairs of scalp electrodes and recorded on Landmark Contrast Measurements The purpose of this 4e biomedical recorder. experiment is to measure the visual contrast of land-sea u Optical Communication (Laser) Laser is an acronym for boundaries and other types of terrain to be used as a service Light amplification by stimulated emission of radiation," and of navigation data for the onboard Apollo guidance and navi- we laser experiment is an attempt to demonstrate a new tech- gation systems. A photometric telescope sensor and equip- M

JUNKERS TEAM WINS HEOS-A An international group led by Junkers is to design and bui], the HEOS-A highly eccentric orbital satellite for the Europeai Space Research Organisation. The contract is worth approxi mately £2,300,000 and was won in competition with seven othe proposals. Other members of the Junkers team include Britisl Aircraft Corporation (UK), Messerschmitt (W. Germany) Etudes Techniques et Constructions Aerospatiales (Belgium) SNECMA (France) and Lockheed Missiles and Space Q (USA). Lockheed will act as general consultants on the project. Tin satellite will be launched by Thor Delta from Cape Kenned; in the second half of 1968, and will be used to investigate charged particles in space and the effects on them of magnetic fields. A working model of Grumman s proposed moone lunar Dase is tested on the company's "Moon simulation ground" at Calverton, Long Island. Such a vehicle might be used In a post-Apollo programme of manned NEW PIONEER lunar exploration The first in a series of new Pioneer interplanetary spacecraft was scheduled to be launched by NASA from Cape Kennedy yesterday (December 15). Using a thrust-augmented improved Delta launch vehicle, the craft was intended to orbit the Sun in the plane of the Earth's orbit with a period of about 310 Space/light days. Its function is to study particles and magnetic fields. The Pioneer A craft, which was to be designated Pioneer 6 if successful, is claimed to be the most "magnetically clean" spacecraft yet built. So that the experiments can sense inter- centres the star within a reticle circle. A portion of the radia- planetary magnetic fields without interference from the space- tion is then diverted to a photomultiplier. With a hand-held craft, the background magnetic field of the craft has been switch, the astronaut initiates a calibration mode in which the reduced to 0.00001 of the Earth's field. It is also claimed to intensity of the star is measured automatically. He then tracks have the highest ratio of scientific-instrument weight to space- the star within the reticle as the star passes into the atmosphere craft weight: the craft weighs 1401b, of which 351b represents and behind the edge of the Earth. The tracking period for each scientific experiments. star is approximately lOOsec. During this tracking period the The cylindrical spacecraft, 35in long and 37in in diameter, astronaut will manually indicate the passage of the star through was to be spin-stabilised at approximately 60 r.p.m. in the the air glow, the 50 per cent intensity level and complete occul- ecliptic (the plane of the Earth's orbit). The six scientific experi- tation simply by momentarily depressing the calibration switch. ments, provided by the Ames and Goddard centres and by four NASA points out that the astronaut plays an essential role in universities, are designed to improve knowledge of the turbulent; the procedure. "First, he solves the star-acquisition problem solar atmosphere or solar "wind" stream of charged particles.; by locating the next star to be transited. Second, he uses his the magnetic field of the Sun, the boundary region between thej head to point the telescope, thus eliminating a two-gimbal solar atmosphere and interstellar space, physics of the Sun; automatic tracking system which would of necessity be used if and the basic interactions of high-energy charged particles and: he were not on board. Third, he records star occultation times magnetic fields. manually for comparison with the automatic calibration mode. Finally, he notes peculiarities in the data as it is collected. In performing this latter function, the man is used to greatest advantage to advance the state of the navigational art as rapidly as possible." A new lightweight suit, developed for long-duration space First of NASA's Lunar Orbiter spacecraft built to flight specifications nights, is being worn for the first time by the crew of Gemini 7. was wheeled from a Boeing clean-room in Seattle recently. The croft, NASA describe it as "an intravehicular suit designed to give one of three to be used for ground tests, is complete except for its camtro maximum mobility when depressurised." The suit has two subsystem, which is to be installed later. Eight Lunar Orbiters are btmi layers: the inner layer is the pressure-retaining neoprene-coated built; they will orbit the Moon and take close-up photographs of we nylon bladder; and the outer layer is of six-ounce HT-1 nylon. surface prior to selection of landing sites for Apollo astronauts It is a full pressure suit and weighs 161b, including an avia- tor's crash helmet which is worn under the soft helmet The suit can be completely taken off during flight, or can be worn in a partially doffed mode in which gloves and boots are removed and the helmet is unzipped at the neck and rolled back to form a headrest. Emergency time to don the suit when partially doffed is about 35sec. When the suit is off, 5-10min is needed to put it on.

LUNA 8 LANDS HARD A further failure to make a successful soft-landing on the sur- face of the Moon followed the flight of the Soviet spacecraft Luna 8 on December 3-7. Early on December 7 the news agency Tass announced: — "Today, December 7 at 00.5 lmin 30sec Moscow time, the automatic station Luna 8 reached the surface of the Moon at the point 9° 8' North latitude and —63° 18' longitude. "When the station was approaching the Moon the functioning of the soft-landing systems was checked. The checking showed that the systems of the station were functioning normally at all stages of the landing except the final touch-down. "As a result of the flight of the station Luna 8 a further step was made towards the realisation of soft landing." International, 16 December I96S 1063 FR-1A IN ORBIT

IE French scientific satellite FR-1A was successfully MAGNETIC ANTENNA MAGNETIC FIELD placed in orbit by a NASA Scout vehicle from the SUPPORT TUBE rWestern Test Range, California, at 9.06 p.m. GMT on ANTENNA December 6. The achieved orbit was close to that scheduled: TELEMETRY ANTENNA iear-eircular at 750km at an inclination of 75° to the equator. COLLAR The scientific objectives of the satellite are to study very-low- requency (VLF) radio wave propagation, and to measure lectron densities in the vicinity of the orbit. The VLF exped- SOLAR CELL ient, designed by Dr L. R. O. Storey of CNET (Centre PANEL Jational d'Etudes des Telecommunications) will investigate how 'LF radio waves propagate in various regions of the iono- phere and the Earth's magnetosphere. In this respect, the ientific mission of FR-1A will continue ionosphere studies onductcd by the Canadian-built Alouette spacecraft and others. VLF radio waves are unusual in that they apparently are ot entirely reflected by the lower portions of the ionosphere. YO YO DESPIN nstead, VLF waves have been shown to break into three DEVICE omponents when they enter the ionosphere. The first is bsorbed by the ionosphere, the second is reflected back to ROOM ASSEMBLY FOt ELECTRIC FIELD arth, and the third component travels through the ionosphere ANTENNA

ito the magnetosphere. In this last region, under the influence ELECTRON DENSITY f the Earth's magnetic field, the direction of propagation of PROBE k signal tends to follow the lines of magnetic force. This is nown as signal ducting. The third component of outgoing VLF transmissions, there- ore, moves towards the Equator, crosses it, and returns to ie Earth in the opposite hemisphere to a location described The FR-IA satellite comprises two eight-sided prisms attached to an octagonal body about 27in in diameter and 52in long. The dipole aerials s magnetically conjugate, i.e., the point at which the magnetic are extended to a length of 6ft 6in and are used to sense the electric eld line returns to Earth in the opposite hemisphere. Thus a field. The electron-density probe provided by Birmingham University trong VLF field exists in the two zones. One is near the extends I9in from the base of the 1351b spacecraft •ansmitter, and the other is in the area magnetically conjugate the transmitter zone in the opposite hemisphere. The two primary scientific objectives of the VLF experiment [are to study the propagation of VLF waves from the ground to the magnetosphere; and study irregularities in the distribu- The electron density probe experiment carried aboard the tion of the ionosphere. To do this the satellite will measure satellite was developed by Prof J. Sayers of the University of the electric and magnetic components of the VLF field in an Birmingham to measure electron density in the vicinity of «ffort to determine what field is generated at the spacecraft the satellite. Mounted on the bottom of the satellite on a with respect to time, season, and range from the VLF trans- telescoping 19in tube, it consists of a parallel-plate capacitor mitting stations located in France and in the Panama Canal sensor with wire-mesh plates to allow free passage of electrons Zone. between the plates. It is similar to the unit flown on Ariel 1. The satellite will receive transmissions from these stations on 'wo different VLF frequencies. It will then measure the com- ponents of the VLF radio waves using aerials which generate wltages proportional to the received field. The outputs are •hen fed to transmitters and transmitted to ground stations. In the "signal ducting" effect, VLF radio waves follow the lines of The location of the two VLF ground stations was an impor- magnetic force, producing a strong VLF field at the point magnetically tant consideration in development of the VLF experiment. The conjugate point to the of transmission. The role of Winkfield and station at Ste Assisse, France (callsign FUB), was made available Johannesburg in the FR-I experiment is shown in this diagram 10 CNET by the French Bureau de Postes et Telecommuni- cations, and is at a high geomagnetic latitude. This will give RECEPTION STATION AT WINKFIELO. ENGLAND joentists an opportunity to study VLF signals from the higher «titudes, because signals in this region penetrate deeper into acmagnetosphere on long lines of magnetic force. VLf RADIO SIGNALS fne magnetic conjugate of Ste Assisse is near Johannesburg, DUCTED ALONG UNES *«th Africa, where a NASA/STADAN station is located to OF MAGNETIC FORCE tteive the returned signal. This station will be augmented by > social French-operated station located at Pretoria. roe second station, at Balboa, Panama Canal Zone, is LAUNCH PHASE CONJUGATE POINTS (TWO POINTS WHERE °I*rated by the US Navy (callsign NBA) and is well situated MAGNETIC LINE Of pause of its low geomagnetic latitude. Its magnetic conjugate FORCE MEETS EARTH) , near Quito, Ecuador, the location of a STADAN station, wtnough this will be augmented by STADAN stations in Lima, *ru and Santiago, Chile. In addition, five stations operated J the French Government at Bretigny, France; Hammaguir, ^gena; Ouagadougou, Republic of Upper Volta; Brazza- ., .• Republic of the Congo; and Pretoria, Republic of South *««&. will be used. 'n addition to the primary objectives of the VLF experiment, ^ondary objectives are a study of the transmission coefficient we lower ionosphere; study of the propagation of VLF ®o waves along the lines of magnetic force from one hemi- e t0 ^ " another (signal ducting); and study of the impedance RECEPTION STATION AT four electric aerials carried by the satellite. JOHANNESBURG, SOUTH AFRICA 1064 FLIGHT International, 16 December I96S

Spaceflight

THE SIGNIFICANCE OF DIAMANT Mr Geoffrey Pardoe, of Hawker Siddeley Dynamics, writes:— The launching of Diamant on November 26 has considerable international significance, far beyond the establishment of France as the third space power. The successful launching by a nation of its own rocket and satellite is seen rightly by the world as a demonstration of the most advanced technical ability—similar to the development of a nuclear weapon. The national image and prestige associated with such achievement can significantly improve the exports of a country, as already experienced by Russia. Prospective overseas buyers are im- pressed by such a powerful demonstration of general industrial capability, as evidenced by this most difficult engineering task. The exports of France each year total some £3,000 million. An improvement in overseas confidence leading, for example, to even a very modest increase of 1 per cent in exports, will bring over £30 million additional revenue. This figure, in fact, is the cost of the whole French space programme—and, inci- dentally, almost double the present cost of Britain's space budget, nearly all of which goes on international projects. In addition to improvements in trade, and the important improve- ments in defence technology, the so-called "spin-off' of infor- mation from this challenging space work has great value when absorbed by a nation's industry in general. A proper investment in space is, therefore, not a one-way A thermal test model of the ESRO 2 satellite, developed by Hawker drain of money, but has significant economic advantages. Siddeley Dynamics at Stevenage, has been despatched to ESRO's European These are quite clearly recognised by the USA and by France, Space Technology Centre in the Netherlands. Heat absorption from the who have created central government organisations to co- experiments and from the satellite's electronic components will be ordinate and implement an integrated space policy. Britain has evaluated. The satellite is here seen being adjusted prior to leaving no central government organisation for space and, largely Stevenage because of this, has no overall co-ordinated plan for its space work. We have consequently fallen badly behind in general, even though isolated efforts on the Blue Streak and Black Knight rockets have been very successful indeed. An important application of space technology which is of European Launcher Development Organisation and emphasises economic importance is that of communication satellites. Britain the importance of the development of the ELDO vehicles, based owns some 1\ per cent of the proposed Global Interim Com- on Blue Streak, as well as the existing Diamant in France and munication Satellite System—but we still have no programme the proposed Black Arrow satellite launcher in Britain. The under way to gain experience in developing comsats so that first ELDO vehicle, Europa 1, will be suitable for launching we can participate in such international activity. At present all scientific research satellites and experimental systems for the 45 non-American countries of this organisation contribute comsat work, but the payload would not be adequate for money as capital, but no equipment. Virtually all of the hard- operational communication satellite systems. This points to ware, both rockets and satellites, will be provided by the USA, the importance of Government decisions to be taken early next at least for the next few years. year to improve the vehicle payload capability by developing To rectify, this totally unsatisfactory situation, the inter- higher-energy upper stages to be carried by Blue Streak. European Government organisation CETS (Conference Euro- In the ELDO programme to date three Blue Streaks have pdene sur les Telecommunications par Satellites) is preparing been very successfully launched in the 11-round ELDO A plans to spend across the countries of Europe a modest £5 mil- schedule, within which the first satellite will be orbited in 1968. lion or so each year for the next 4-5 years to support a research Early next year Blue Streak will carry dummy French and programme including experimental satellite launchings by German upper stages in a sub-orbital flight from Woomera. W European rockets. This is designed to ensure that Europe at proposed British Black Arrow launcher (which is only a urn least has some relevant experience to offer when negotiations larger than the French Diamant) has been undergoing hnuteo are carried out in 1969 to determine our position in the subse- development for about a year, but is awaiting full approval. - quent Permanent World Communication Satellite Organisation this is continued it would enable us to launch our o due to be formed in 1970. Prior to this, work must start satellites for civil and/or military purposes by about ™ ~~ separately in European countries (and, indeed, has already regrettably some three years behind the French, and witn started in Germany and Italy) on comsat technology. satellite of the same size as Sputnik 1. , e It is vital that Britain decides immediately to start such work. It is none the less most important that Britain should ° ^Je So far many studies have been carried out by industry and these rockets as they provide some launching ability and the Government, but as yet no experimental programmes have certainly not meant to compete with the giant rockets devel F been funded. Without this work we shall be denied full partici- by the USA and Russia. It should also be noted that it ^ pation in communication satellites for ever—and it is by such ever ran into difficulties the all-British combination ot participation, acquisition and subsequent application of ability Streak and Black Arrow (which would fit very well on top ^ j laUTU that real financial returns can be obtained from investments upper stages) would provide us with a very powerful "our i in space. We are properly committed by reasons of economy to At present communication satellites are used for relaying international European developments of satellites and rot telephone conversations and television between specific ground but, as the French and German Governments have a» - stations. In a few years' time satellites will be powerful enough decided, this can only be done sensibly by hhavini g in acumiac i to broadcast television pictures down to whole continents, well-based national programme. In Britain our national^ ,f where they will be received by individual homes. The political is only about one-quarter of our international activity.^ ^ and economic significance of this is tremendous. the right decisions are taken now, we could still use i Clearly, Europe cannot be dependent for ever on American questioned technical ability to become the fourth or at launching vehicles. This fact has led to the formation of the fifth space power. IflfiHT Internationa/, 16 December I96S 1064a

ight and Level

* 0 MEA want to pay for their Super % VClOs with apples. Cookers or eaters, I wonder. Oranges and lemons, Said the bells of the Lebanon. How will you pay me? Said the bells of BAC. We'll pay you with fruit, Said the bells of Beirut. They'll make a good pudding, Said Sheikh Alamuddin.

!• "The [RAF force for Zambia] is fully I capable of moving at night, but it was I felt that unfamiliarity of the airfields I might make landing risky. The last thing I the Government wants, in a situation in I which prestige counts for a great deal, is [for some of the Javelins to crash on [arrival."—from The Guardian. Take Prestige, folks, for your safety I problems.

• The official French report of the FR-1 satellite notes that the main scientific experiment, the study of VLF The aftermath of Plowden , wave propagation, was conceived by Monsieur L. R. O. Storey of the Centre National d'Etudes des Telecommunica- tions. Monsieur Storey is in fact Dr Llewelyn Phantoms and probably F-lllAs to the American spelling gives the name a more Robert Owen Storey, born in Crow- tune of at least $3,000 million. professional ring. borough in 1927, who received his MA What bargaining power! But all that If this is proved true, I suppose we can and PhD from Cambridge. He is scientific the Americans have said they might buy see BAC becoming the Limey Aerospace director of the FR-1 project. from Britain in exchange are some ships, Corp in a year or so. The electron density probe aboard the maybe a few minesweepers. Now, if the satellite, the French report says, was newspaper report is correct, the Ameri- • I am always struck by the colourful amiably furnished" by Prof Sayers of cans are using that as a bargaining coun- scene at American airports. Their airliner Birmingham University. ter. And you bet we'll fall for it. paint schemes are the most spectroscopic There are, I believe, one or two British in the world, and make quite an impact scientists still working in Britain, though • The frankness with which the US on those accustomed to the relative 1 can't imagine why. armed Services reveal accident rates is, I sobriety of the European airline scene. think, the most striking example of the There is one notable exception: Ameri- American policy of openness, except We said farewell to MAP can Airlines are the only major carrier when real security is at stake. (in the world, I think) that has not When MoS was born, The B-58, with no major accidents, changed its plain and simple colour But MoS was not to be had the best record in 1964. Non- scheme for 30 years. For long, for came the dawn combat major accident rates per 100,000 Now the Texas airline Braniff has gone °f MoA to fill the bill flight hours for the USAF's seven opera- completely mad. It is painting the entire And now it's plain to see tional supersonic fighters and one trainer, fuselage of each of its jets, including its That MoA most likely will says Aviation Week, were F-105, 27.4; fleet of 14 BAC One-Elevens, a solid Shed bits to MoD. F-104, 21.9; F-106, 16.8; F-100, 14.6; vivid colour—yellow, orange, turquoise, Then Mr Jenkins, having shot F-101, 13.3; F-102, 7.9; F-4, 4.6; and the dark blue, light blue, ochre and beige. Our aircraft firms stone dead, T-38, 2.9. "Maybe in a short while," says Braniff, come to rule another lot— The average for the supersonic fighters "a lot of airlines will have coloured jets. Perhaps Ag and Fish instead? was 14.8. So at 4.6 the McDonnell How long can we keep it to ourselves?" Phantom, which the British forces are to A good long while, I hope. According to the Financial Times, get, comes out very well. « fentagon has told Britain that the But will we ever know the RAF and TI • Hello, hello, hello! Why is an avia- agreement to purchase British RN figures for this type? If Whitehall pe tion consultant like the bottom half of defence et U] m has its way, and past experience is a den ^ et5 U]P ment—mainly s a pressure cooker? 5n BritaP ent—mainly ships— valid guide, not before Hell freezes over. tainu ° Bi'n's agreeing to main- I don't know—Why is an aviation con- ° World W ' ments - ide defence commit- • As one who deplores the insidious sultant like the bottom half of a pressure cooker? to^!1 don't have to be a Freddie Laker Americanisation of the English language (English version) I was sorry to see that Because he generates an awful lot of Britai- blink and bllnk aSain at this> ne s 'ough, ruthless businesslike a company has been formed in London steam but doesn't really know what's called the Moore Air Taxi Center Ltd. cooking. from ,K°rSi,have so far aSreed to buy the United States: Polaris, C130s, I suppose Mr Moore feels that the ROGER BACON 29 FLIGHT iriternuiiurio, 16 December CLASSIFIED ADVERTISEMENTS Advertisement Rates 1/6 per word, minimuum 18/-. Special rates for Auctions, Contracts Patents L«,»i HT Official Notices, Public Announcements , PPublic Appointments, Tenders 1/8 per word, miniminimumm uni' 20/-20/-. F Eaid

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D I S M O R E OFFER THIS WEEK Douglas C54G with m.z.f.wt. 60,700 Ib., passenger/freight aircraft AVIATION LIMITED for lease. 175 Piccadilly ' London W1 • England Vickers Viscount 810. Two available with spare engines and propeller] de Havilland Comet 4, Can now be offered with variety of passengt International Specialists in the sale of aeroplanes cabin layouts. Superb condition. Several available. Telephone: MAYfair6966 Cables: Disavia London W1 Douglas Dakota. Selection of 14 aircraft from United Kingdom alone

PRESS NOTICE AIRCRAFT FOR SALE CLASSIFIED ADVERTISEMENTS PETER CLIFFORD AVIATION LTD R. F. SAYWELL LTD December 30 issue closes for press first post OFFER Friday, December 17. 1965 Aero 145 twin, zero-hour engines and propel LONDON (GATWICK) four seats, single-engine performance with injection safety, £7,250. Auster Autocar, 1961 model, Gipsy Major 10 Mi AIRPORT, SURREY engines, 725hr since new, current C of A, n resprayed. £1.050. Many other Singles and Twins available. Contu Suppliers of Aircraft spares to the AIRCRAFT FOR SALE now for full details. World's leading Airlines. We special- OXFORD AIRPORT SHACKLETON AVIATION LTD KIDLINGTON 4262 ise in Exports. Purchasing agents for LIGHT AIRCRAFT DIVISION Cables: CLIFF AIR OXFORD I SOLE UK DISTRIBUTORS FOR THE STJD-AVIATION HERON IB AIRCRAFT. 14/17 s»ats. full overseas operators. Worldwide service HORIZON radio, de-icing, recent Check 4. Available for SUD-AVIATION HORIZON, 160 h.p., 1965, three- lease. Executive Air Engineering, Coventry on shelf exchange and overhaul of year C of A to February 1968; disc brakes, rotating Tel: ToIIbar 2439. beacon, full panel, long-range tank, VHP, only 45hr Aircraft components. flown. £5.999. AZTEC C, 1964, 260hr TT, Dare nav com, CESSNA 172B SHYHAWK, only 550hr flown, C of A transmitters, three receivers, two VOR P^is , valid until August 1968, full blind-flying panel, KY95E, markers, DME, ADF, Pt C of A, £25,500. Boxl Narco Mk 12 VHF/VOR, £4,995. 1357/3. JOOEL AMBASSADEUR, four seats, full panel, HERON & DOVE VHP, only 647hr since new, C of A March 1967. DOVE, Mark 70A, 10/11-seater, excellent con; £2.499. and terms. Write ErjRAF-AIR, 71 Bid Rasp»tf, PIPER COLT, new three-year C of A. VHP, only SPARES 550hr flown, dual control, rotating beacon navigation WITH REGRET I have to sell my Auster 5, recej and instrument lights, £2.699. recovered just complete C cf A, long-range( Vast stocks of these Spares: under- PIPER PAWNEE 150 and 235. also a Piper Super full blind-flying panel. Lycoming 0-290 w:w Cub complete with crop-spraying equipment. to run. This plane is in immaculate condition, carriages, aerofoils, GQ30 & 70 engine HILLER 12B HELICOPTER complete with spares, silver and red; new upholstery and cm*™- including spare engine. £7,000. over £950. Good home appreciated. Box spares. Pneumatic components, nose Also in stock DH Chipmunks with starters and VHF, Auster Alpine, Auster IV, Auster Workmaster. DC-3 C.47, Check 4 complete with roods; all Tipsy Nipper, Turbulent, Auster Husky, etc. These shock struts, instruments. and many others are in our hangars. Send for list. items nil houred; engine hours 420; new u Public Transport. Price £15.500. i9 HIRE PURCHASE and special Income Tax saving. Sinsrle-engjie Aircraft, 1964 Mooneys, '"»': Finance Terms. Price £7,500 to £8,600. Beechcraft Bonanza ^ Shelf Exchange on Propellers, ANY AIRCRAFT OR CAR taken In exchange, cash either way. International Aircraft (Guernsey) M« Starters, Generators, Vac pumps, EXECUTIVE AIRCRAFT DIVISION Esplanade, St. Peter Port, Guernsey, le'- AERIAL SURVEY HERON, suitably equipped in U/C & Flap Jacks, etc. first-class condition, £24.000 inclusive of spares. Central 2359. Executives Doves for £9,000 to £17.000, Cessna 310, IN STOCK NOW at "winter prices." £12.500. Apache, £11,000; and others. Send for deur, £2.200; Nord 1101, £l.W0j Em1 details. zero hour, "as new"; Jodel D120, ti Our ARB approved Pneumatic over- TRANSPORT AIRCRAFT DIVISION free list. The Aviation Ajency, 30 1' COMET 4s, DC-7Cs, DC-4s. DC-3S, Britannia air- London Road, Brighton. Tel: 509203. haul shop is at your service for the craft. Constellations 049 and 749. FOUR VIKINGS in package deal inclusive of spares. COMANCHE 250, 1961, new three-year overhaul of all components. £17,000. SEND FOR DETAILS. SHACKLETON AVIATION LTD autopilot, long-range tanns, i«-u ••••-—•- . ^ Tel.: AVENUE 8711 Ext. 6513 & 6522 aircraft is in immaculatimac e condition anu ffj| HEAD OFFICE, maintained regardless of cost. fj 175 PICCADILLY, LONDON Wl. HYDe Park 2448 43687 or Evenings Bushey Heath 1751). Ovtrmi Cablm: SAYWELL, GATWICK CABLES: SHACKHUD, LONDON Wl TELEX 263975 [0608 1961 (JULY) JODEL AMBASSADEUB seater. VHF and headsets, dub c oi « SELECTION OF JODEL AIRCRAFT for sale from 1887, Continental 200A, engine hours w , £1200 New McCulloch eneinps in stnrk £115 each controls, hydraulic brakes, air brakes, "= e f Personal plan? services. Wycombe AirPark, Marlow, spats, cruise 115 m.p.h., five «*> f, ',o?aie/» Bucks. High Wycombe 29432; fcvemngs Asmord IMiad*; fuel tanis; beautiful condition: .w™'f'u £2,500. 52801. [2352 any examination; H.P. if required. Price£ ,eft. Proctor Mk 1. Gipsy Queen engine 4