FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1949
1949 - 1859.PDF
PZ.IGHT, io November 1949 •623 while the Halifaxes and Haltons were lucratively employed onthe Berlin Air Lift. Lancastrian operators are also being represented on the Baltic Exchange but although their aircraftpossess an even higher payload than does the Halifax, the stowage and loading facilities, like those of the Halifax, areunsuitable for most of the bulkier types of cargo. For such types there is thus a serious decline in freight rates, and duringrecent weeks there have been several unsuccessful attempts to sell Halifaxes, which, although obsolete, could not beimmediately replaced by any aircraft offering the same payload. An urgent need is apparent for a large-capacity, long-rangefreighter if Britain is to take full advantage of the dollar- earning potential of the air-freight market, and, while a distinctpossibility exists for the employment of more Avro Tudor conversions in such a role, some doubt is felt as to whetherany but the very largest of charter operators could afford the initial price or relatively high cost of maintenance which islikely to be demanded. It might well be, however, that some measure of co-operationbetween the Ministry of Supply, the manufacturers and the potential operators might effectively reduce these costs to afigure which would place the Tudor within reach of the charter operators. CARGO SPECIAL A NEW freighter, developed by Douglas to fill a requirement•**• for an all-cargo aircraft, was demonstrated recently in New York. The manufacturers claim that the DC-6A Lift-master, as the new type is called, is capable of carrying a pay- load of 24,000 lb non-stop across the United States. Comparedwith the DC-4 it is said to be 40 per cent faster, 20 per cent cheaper per ton-mile, and capable of carrying 40 per cent morepayload. The Liftmaster has a maximum cruising speed of 320 m.p.h.,and a payload up to 28,800 lb. Its cargo compartment, with a volume of 5,000 cu ft, has two main doors, one forward and. one aft, both of which are hydraulically operated, and so placed that no point in the compartment is more than 20ft fromeither. Both doors are much larger than is usual, with the result that it is possible to stow packages nearly twice as bulkyas those which can be carried in the DC-4. Cargo weighing up to two tons can be hauled aboard by means of a hoist which,built into the rear cargo door, folds inside when the door is closed. 4.O.A. IN 1949" A MERICAN Overseas Airlines report a profit of 727,000 dol- ^* lars (£259,642) for the nine months ended September 30th, 1949. After deduction of taxes a net profit of $456,000 remains, a figure which compares with $447,000 for the same period last year. Operating revenue increased by more than $1,000,000 to $18,285,000 and the cost per revenue ton-mile was 46 cents for 1949 as against 55 cents in 1948. This profit has been made despite training and other expenses incurred in placing Boeing Stratocruisers on the North Atlantic route, and the airline claims that economies resulting from this more modern equipment will not be fully reflected untilnext year. The parent company, American Airlines, Inc., reports a netprofit over the same period of $5,935,000 after deducting taxes, compared with a loss of more than $3,000,000 in the corre-sponding period in 1948. B.O.A.C. REORGANIZATION FACED with increased operating costs due to the higherprice of petrol and maintenance of overseas stations occa- sioned by devaluation, B.O.A.C.'s resolute determination toreduce its annual operating deficit was evidenced by last week's announcement of a new system of administration, effec-tive from. November 1st. The new administrative pattern is designed to give practical effect to the advantages of theB.O.A.C. and B.S.A.A. merger and its implementation is consequent upon the deliveries of the Argonauts and Strato-cruisers, the prospective introduction of the Hermes and the concentration of activities at London Airport. The former geographical division of the company into operat-ing areas has been reorganized to provide a five-fleet system classified according to the various types of aircraft to be usedby each Line. The five Lines, with their divisional head- • quarters, will be based as follows: No. 1 Line: headquartersat London Airport (Canadairs); No. 2 Line: Hurn, near Bournemouth, (B.O.A.C. Yorks and Lancastrians, plus Hermeswhen available); No. 3 Line: Filton, Bristol (Stratocruisers and Constellations); No. 4 Line: Hythe, r^ear Southampton(flying boats); No. 5 Line: Langley, Slough (Yorks and Lan- castrians taken over by B.O.A.C. when it absorbed B.S.A.A.in the spring). Sir Miles Thomas, chairman of B.O.A.C., stated that "aneconomical and well-balanced structure is being achieved in the new pattern, and in the development of the organizationat all levels the principle of clear-cut objectives and more precise definition of duties is being followed." Extensiveeconomies in manpower are being effected and it is estimated that approximately 1,000 redundancies will result. Mr. R. D.Stewart, commercial manager of B.O.A.C., and Mr. F. N. Hillier, former publicity controller of B.S.A.A., are among14 senior executives who are included in the list. The resultant administrative system will be based broadly onthe principle of raising the individual status of the operating- line managements and of decentralizing administrative controlto selling areas and individual overseas stations. Executive control of operational and commercial activities is now placeddirectly in the hands of the two deputy chairmen, Mr. Whitney Straight and Mr. J. W. Booth. Sir Victor Tait becomesoperations director and Mr. J. W. S. Brancker general manager for commercial activities. Mr. B. G. Porter will controladministration of home and overseas stations, and a world- wide effort to stimulate sales will be the responsibility of Mr.Keith Granville, general manager for sales and traffic. The members of the new B.O.A.C. higher organization are detailedin the chart below. Sir Miles Thomas added that the fundamental prin-ciples of the new pattern had been evolved in col- B.O.A.C. HIGHER ORGANIZATION BOARD CHAIRMAN , DEPUTY CHAIRMEN, MEMBERS 1 ADVISER, JET BEV. Sir Frank Whittle DEPUTY CHAIRMAN Whitney Straight CHAIRMAN Sir Mite) Thomas DEPUTY CHAIRMAN J W Booth ADVISER. INTERNAL AffAIRS Major J R McCnndle OPS DIR. Sir Victor Tail DW. on o«, A C Campbell Orde CHIEF ENC (OPS) H. D. StMwson CATERC. MCR. E W. BelcHet CHIEF PERSONNEL OFFR J O. 61ar-Cunynghame (WR. MED. SERVICES j Sic Harold WkiMinghamj [SEC » IECAI ADVISER K H Staple I CHIEF INTERNAL AUDITOR I > iCHItl ECONOMICS OFfB I H' W,)i.l> I t I >• » So." I UO OPS DIRS WESTERN E Nellon S. AMER. C Store EASTERN. H. O. Houcnen SUPPLIES MCR. Sir W. Cushion REP. FACTORIES J H Robso/i SUPT SECURITY 0 E W Fish I CHIEF PRESS ANO INF OFFR. U *-| ' F C GiHma.-, | OPL PIANNINC J. t>. Ooualas J COMMEI L W CEN. MCR. COMML -i J W S Brancker CEN MCR SALES & TRAFFIC K C Grange ( CEN MCR ADMIN.B C Porte- X PIANNINC Hashbrook CEN. SERVICES MCR J E Madden No. I LINE No 2 I I (~lo 3 [ No < J. C Harrrnglan j | E P He»ey | C Abell | | H W C Alger CEN MCR N AMER V C Crudas I CEN MCR MIDEAST] ~ R H Maxwell | SALES MCR W Bray I TRAFFIC MCR. C A Barna'd I t ADVTC MCR J ' P. Aih.ell-Coole AMERJCAS M A Snowball CENTRAL R M H.lary FAR EAST A D Bennett •MCD^S OSEA5 [ B IQ
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
