Medford mail tribune. (Medford, Or.) 1909-1989, November 13, 1963, Image 5

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Medford mail tribune., November 13, 1963, Image 5

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Newspaper Page TextMEDFORD MAIL TRIBUNE. MEDFORD. OREGON Supersonic Project May Boost Government Industry Programs WASHINGTON tnr m.... . . -. - - . . WEDNESDAY, NOVEMBER 13, 1963 WASHINGTON (fm Tk U.S. supersonic transport pro gram now getting under way may set a pattern for future government-industry projects in this country. At Senate hearings completed last week, Dr. Jerome B. Wies ner, director of the Office of Science and Technology, said: "This is a new experience for the Federal Government, but I don't think it is the last." Testifying before the Senate Commerce Committee's Avia tion Subcommittee, Wiesner Oct. 21 endorsed the Federal Aviation Administration's propo sal that the Government put up 75 per cent of the estimated $1 billion development cost for a commercial supersonic transport to be in use in the 1970s. For a number of years, he said, Government support of research and development was linked to military needs. But now, "it is becoming increasing ly clear that we have the man power, the capability to to many things" outside of 0:e military realm "which the pri vate sector of the country just can't pay for, and we are going to have, I think, increasingly to ask whether it is ... in the na tional interest to do something of this sort . . ." FAA Administrator Najeeb E. Halaby told the House Appro priations Committee in July that unless the Government put up the money, - private industry would be unable to undertake the project. He said the Administration was concerned that if the United States did not build an SST, the long - range aircraft market would be captured by the Brit ish and French, who are co operating on the construction of a 1,450 mph jet liner. The consequences to the U.S. balance of payments would be severe if this happened, he said, since American airlines would have to buy the foreign jet. . There are misgivings about the project in the U.S. aviation industry, which is not wholly convinced that a supersonic transport is necessary or that it should invest capital in what could be an unsuccessful ven ture. But the pressure of for eign competition is moving the program forward in spite of in dustry foot-dragging. The FAA's proposal, outlined by President Kennedy in a June 14 letter to Congress, is- as fol lows: Private industry would be in vited to submit bids in a pre liminary design competition for an SST which could carry 163 passengers 4,000 miles at speeds faster than Mach 2.2 (1,450 miles an hour at the plane's cruising altitude of over 35,000 feet). These specifications were chosen to make the plane com petitive with the British-French Concorde, a Mach 2.2 airliner with a range of 3,750 miles and a capacity of 100 passengers. The winning manufacturers for the airframe and the engine would be chosen by May, 1964, and would then spend a year on detailed design. Following this, two flying prototypes would be built, flight tested and perfect- To Size 48 9207 34-48 ed. The aim is to have an Amer ican SST to deliver within a year of the Concorde, which is scheduled for delivery in Janu ary 1970. Private manufacturing com panies engaged in the develop ment would put up 25 per cent of the cost; the Federal Gov ernment would put up 75 per cent (but no more than $750 mil lion), and would oversee the project. If the airlines failed to show sufficient interest in the SST. or if the obstacles to producing a money - making SST appeared too great to overcome, the Gov ernment would withdraw from the project, in effect ending it. Six manufacturers have told the FAA that they will compete in the design competition. These were three airframe manufac turers (Boeing Co., the leading maker of subsonic jet trans ports, Lockheed Aircraft Corp. and North American Aviation) and three engine makers (Pratt It Whitney division of United Aircraft Corp., Flight Propul sion division of General Electric Co. and Curtis Wright Corp.). However, three major manu facturers did not enter the de sign competition: Convair di vision of General Dynamics Corp., Douglas Aircraft Co. (both of which sustained large from unsuccessful sub sonic jets) and McDonnell Air craft Corp. One major fear of the airlines is that every time radically ad vanced equipment is introduced by one company, the others will have to invest in comparable in novations or lose business. The rush to buy would then lead to overcapacity, and the recovery, depending upon the growth of air traffic, would probably be slow. This was the experience in the changeover from pro peller planes to jets. The pressure of technological competition is illustrated by the speed with which companies lined up for the as-yet unde signed American SST. Starting with Trans World Airliens, five airlines signed up between Oct. h ana Nov. 1 tor early delivery of 32 SST aircraft, and deposited advance payments of $3 million. The competition appears to be doing as well. United Press In ternational Nov. 2 reported that 35 Concordes had been ordered, 26 of them by American firms. The Concorde will cost about $10 million, but the cost of the American SST is uncertain. If built of aluminum, it will cost about $13 million. But this metal would limit it to the speed of the Concorde. In order to build a swifter plane, manufacturers will prob ably have to use an alloy of steel and titanium, as yet un developed. The price for a steel titanium airliner would probab ly be about $25 million. Senate Hearings At the Aviation Subcommit tee's hearings, both airlines and manufacturers said it was doubtful that a commercially successful airliner could be built under the terms and timetable set by the FAA. They suggested that the Government put up all of the developement costs, as the British and French govern ments have done for the Con corde. However, Sen. A. S. Mike Monroney, D-Okla., chairman of the Aviation Subcommittee said Oct. 30 that he believed the three-to-one cost sharing formu la should not be changed. The gloomiest assessment of the SST came from Civil Aero nautics Board Chairman Alan S. Boyd, who told the Subcom m i 1 1 e e that a "substantial doubt" existed that the aircraft would help achieve the indus try's goals of expanded mar kets, moderate fares and rea sonable profits with a minimum of "social problems." Boyd said sonic boom, created by planes travelling faster than sound, might make the plane unacceptable in many areas of the world, thus limiting its use fulness, Its cost, he said, would make any overcapacity "a kill er" for domestic airlines. Boyd said he thought the Con corde would be "a loser," but added that American airlines operating on interna t i o n a 1 routes would be forced to buy it if an American SST were not available. "If they buy It," he said, a ; "they may need federal sub sidies to cover operating losses. If they don't buy it, they may lose passengers and need subsi dies anyway." (Copyright 1963, Congressional Quarterly Inc.) C. FOR THOSE WHO CALL US IN TIME IN NEED . . . Dignity and Reverence, Faith ful and Prompt Service al ways. Your confidence is a ;,,. j -r..., . Litwiller . Mrs. Litwilier Economy Ambulance Service, Non-Emergency (or Medford! CALL I T W I LLE R I8M Ashland St. 482-2816 FUNERAL HOME Ashland . 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