Commercial Operators – United Kingdom


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Name IATA Code ICAO Code Status
A
Air Wales n/a n/a ceased
Alderney Air n/a AD renamed
Atlantic Airlines AT ATL active
B
British Airways (1) n/a n/a ceased
British Airways (2) BA BAW active
British Caledonian Airways BC BCA ceased
British European Airways BE BEA ceased
C
Castle Air CS CAS active
Cloud Air n/a n/a renamed
Coventry Aviation n/a n/a ceased
D
Darlington Air Cargo DL DAC ceased
Delta Aviation Services DE DAS active
Devon Airways n/a n/a ceased
E
Eastern Airways T3 EZE active
EasyJet U2 EZY active
Eglinton Air Services EG QWE ceased
Elite Airways EL ELQ ceased

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Heating Up

Today, more than ever, concerns about the realities of global warming had spotlighted the need of change inside the United States’ already struggling civil aviation industry.

As the new Obama administration tries to muscle the US aviation industry to take harder steps in an attempt to steam the runaway effects of climate changes, look for state and regional officials to push hard for a deep examination of the role played by aviation plays in the overall environmental situation.

While cars, factories and power generating plants are the indisputable leaders in the pollution race, it now appears that aviation is moving up the ladder.

In California, where a Republican governor has bolted the party’s line on climate changes, civil aviation officials are currently compiling data on how much pollution airports and aircraft generate.

Early last year, the Air Quality Research Center at the University of California at Davis, showed an aerial image of what one early victim of rising San Francisco Bay water might look. It was of a submerge Oakland International airport. A frightening image still resonating in the minds of those who saw it.

The Bay Area Air Quality Management District is a public health organization that oversees air quality in nine counties surrounding the Bay, including four large airports: the San Francisco International, the mentioned Oakland facility, the San Jose International and the US Air Force’s Travis Air Force base. The agency reported last fall that aircraft’s share of the pollution index is increasing in comparison to more traditional platforms such as cars, factories and power plants.

The main concern about aviation air pollution comes in the form of unburned hydrocarbon and nitrogen oxide (NOx) emissions. New issues, primarily the degradation of Earth’s radiance balance, are now joining the ever increasing list of environmental concerns.
For more than two decades, concerns about the loss of Earth’s protective stratospheric ozone layer have been driving regulatory provisions. Now particulate matter is gaining more attention because of the general public’s concerns about greenhouse gases.
Estimates of how much aviation contributes to global pollution vary depending of its definition. The International Civil Aviation Organization (ICAO) placed aircraft related pollution at around 3.4% of the total radiation ‘forcing’, a figure of climate change, excluding its effects on cirrus clouds. ICAO expects that figure to increase twofold over the next twenty years.

In an interview with Michael Mecham back in 2007, atmospheric scientist, Donald Wuebbles said that “the climate change impact is potentially the most serious long-term problem facing the aviation industry”.
Five years ago, most regulatory constraints were focus on NOx emissions, now carbon is getting a much visible profile because of the greenhouse effect.

The equalizer? Fuel prices! The continuing high price of aviation fuel has placed a greater emphasis in developing fuel-saving engines. That alone will reduce aviation’s carbon footprint.

The US military is also getting into the act. The Pentagon wants cleaner burning fuels, but its experiments with Fischer-Tropsch type of synthetic fuel mixtures has been prompted because of the country’s overly dependency on foreign sources rather than innovating push.

The Defense Department overall fuel consumption is almost the same of what the largest US carriers burn. As with the civilian industry, the Air Force has a targeted goal of cutting back emissions. If the Pentagon can arrive at their propose standard of producing 100 million gallons of a 50/50 synthetic-petroleum mix by early 2010, it can cut up to 15 million pounds of carbon particles and 1.2 billion pounds of CO2.

While such industry and military initiatives proceed, the biggest issue for the government is how to accurately measure aviation pollution. For this, the Transportation Department has been working since the early 2000s in developing a computer program that can model emissions dispersals in the vicinity of airports. Its set to become operational in the summer of 2010.

– Raul Colon

Canada’s Only Jetliner: The C-102

Tested for the first time in the morning hours of August 10th, 1949; just a few weeks after de Havilland’s successful test of its Comet Jetliner; the C-102 was the first and last major attempt by a Canadian company, in this case the AV Roe Canada Limited, to built a commercial jetliner. Although some airlines, especially in the United States, showed some interest, the advent of the Korean War and the urgent need to provide the Canadian Royal Air Force with CF-100 fighters, terminated the program in 1951. The C-102 was a futuristic aircraft design, one very similar to the Comet. The C-102 original program called for the construction of two prototype planes. These aircraft were designed to gather information about the handling characteristics of the 102 and its engine performance at high speed. In the end, only one operational 102 was ever manufactured. The other sample was almost completed when the program was terminated.

The only 102 produced had a fuselage of 80′-9″ in length with a height of 26′-5″. The wing span was 98′-0″ with total wing area being 1,156sq ft. Full pressurization was one of the main features of the 102. With the advantage of pressurization, the 102 could accommodate thirty to fifty passengers plus an operation crew of three. The main cabin was fitted with noise reduction materials and mechanisms in order to reduce the noise signature of the four Rolls-Royce Derwent 5/17 (3,600lb) turbojets mounted on the wing structure near the main fuselage. There were talks between Avro and the Canadian government of changing the engine configuration in favor of the newest Rolls-Royce’s AJ-65 turbojet engine, but the British government did not permitted Rolls-Royce to realize the engine system to use in a civilian aircraft. Its tail was, like many of its contemporaries, upswept. The 102’s flight deck was conventional in layout fitted with dual control systems for the pilot and co-pilot. The plane undercarriage consisted of a tricycle configuration with its main dual wheels retracting into the rear of the engine area, while the front wheel would do the same under the plane’s nose cone. The Rolls-Royce engines installed on the 102 gave the aircraft top speed of 430mph. It also provided the C-102 with the ability to climb at an impressive 1,840ft per minute. Operational service ceiling was a pleasant 37,300′. With all fuel tanks filled, the C-102 was able to operate at a range of 1,250 miles.

After a grueling series of taxi testing, the 102 was airborne for the first time in August 10th. With its maiden test, the 102 defeated Boeing’s efforts to be the first company to fly a commercial jetliner over the skies of North American, by almost three full years. The 102 possessed another claim to fame. After the cancellation, the lone operational C-102 sample was send to the U.S. for further testing before the prototype was send back to Avro for data collection on the CF-100 program. The other prototype was destroyed within a year after termination. Today only the nose cone of the 102 survives. It is in display in Canada’s National Aeronautical Collection Center. A lone remainder of an era long past.

– Raul Colon

 

More information:
Avroland Website
wikipedia: Avro Canada Jetliner
The Avro Canada C-102 Jetliner Page
Avro Jetliner