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Aviation History
1951
1951 - 0310.PDF
198 FLIGHT, 15 February 1951 CIVIL AVIATION NEWS... considerable speed-up in point-to-point communications andimproved navigational facilities. He also stressed that forecasting of route winds and temperatures would be necessary for heightsmuch greater than is customary now. In the course of his tour Sir Frank gave a considerable numberof lectures and addresses and found everywhere an intense interest in the future introduction of the Comet on B.O.A.C.routes. He also found that considerable improvements had recently been completed while others were in progress at theairports he visited. Runways had been extended at Teheran and Damascus and a further extension was in hand at Damascus.Runway extensions were al*o in progress at Lydda and Abadan and similar work would probably be started at Baghdad inthe near future. Perhaps the most significant of all these develop- ments was that at Khalde Airport, Beirut, where one 8,000ftconcrete runway had just been finished and a second 8,000ft run- way would be completed in a few months' time. At none of these airports would the final runway lengths limit operations of theComet. It was apparent, according to Sir Frank, that most of the civilaviation authorities concerned intended to do all that was possible to implement I.C.A.O. recommendations within the financialmeans available to them. This was particularly true of Persia, the Lebanon and Israel.Sir Frank's principal conclusion was that the will to bring about the necessary improvements was there but that the meansto do so were limited in some cases by lack of money and in many others by lack of skilled personnel. Civil aviation in thatpart of the world was also handicapped by the fact that meteoro- logical and other facilities were shared among a large numberof states: The degree of co-operation fell short of what was necessary for something so international as civil aviation. In the course of his tour Sir Frank met the Shah of Persia,the young King of Iraq, and his uncle, the Regent, the President of the Lebanon and the Sheiks of Bahrein and Kuwait, all ofwhom appeared keenly interested in jet aircraft. BRITISH AIRWAYS OPERATING STATISTICS, SEPTEMBER, 1950 (Figures for the corresponding period in 1949 ore given in parentheses) Total revenue aircraft-miles Total aircraft-miles Revenue passengers carried Revenue passenger-miles Available seat-miles ... Revenue passenger load-factor (per cent) Cargo carried (tons) :Mail Freight . . . .... Total revenue load ton-miles Total usable capacity ton-miles Overall revenue load-factor (percent) Total revenue hours... Total non-revenue hours Equivalent annual utilization(revenue hours) per aircraft Unduplicated route miles in opera-tion at end of period Percentage regularity Average length of stage flight (miles) B.O.A.C. All Area* 2,464,059 (2,369,476) 2,662,604 (2,709,59/) 19,451 (13,542)61.032,071 (37,769,667) 91,461,219(57,970,898) 66.7 (65.2) 153.8(137.4); 384.5(327.8) 7,976,176(5,453,475) 12,821,046 (9,700,840) 65.5 (57.4) 11.190(12,094) 1,067(2,101) 1,918 V.326) 70,525 (77476) 98.9 (97.9) 1,119(1,006) B.O.A.C. WesternArea 450,211 (3/4,632) 460,306 (33/,384) 5,556 (3.462)18,376,258 (8./72./O6) 28,037,244(//,282,367) 655 (72.4) 28.6 (31.9) 71 1(46.7) 2,054,237 (1,016,395) 3,161,091 (1,596,911) 65.0 (63.6) 1,808 (1,409) 57(79) — 6,911 (7,7/3) 100.0 (97.3) 1,471(1.092) B.O.A.C. EasternArea 1,377,797 (/,575,792) 1,396,280 </,64/,594) 10,165 (8.868)35.074,200 (27,582,150) 46,826,959(40,287,765) 74 9 (68.5) 1067 (93.4) 247 7(244./) 4,897,593 (4,016,081) 6,783,129 (6,554, /07) 72.2 (6U)6,483 (8,035) 100(368) — 46,805 (50,250) 99.0 (97.8) 1,101(999) B.O.A.C. SouthAmerican Area 484,292 (358,380) 494,784 (373,877) 3,730 0,2/2)7381,613 (2,015,411) 16,597.016(6,400,766) 45.7 (31.5) I8J5 ((2./) 65.7(37.0) 1,024,346(420,999) 2.22S.784 (1,354,112) 46.0 (31.02,210 (1,647) 49(94) — 16,809 (19,413) 98.1 (98.9) 950 (969) B.E.A. All Divisions 2,165,699 (1,577,447) 2,212,980 (1,608,644) 118,716 (90,780)32,232,111 (24,622,488) 47,450,937(34,890,991) 67 9 (70.6) 406.4(285.6) 950.6(569.6) 3,192,126(2,405,567) 5,049,453 (3,739,279) 63.4 (65.0) 15.00800,725) 354(243) 1,849 0,457) 13,321 02,984) 95.7 (97.6) 210099) B.E.A. BritishDivision 732,176 (586,2/5) 751,268 (599,920) 62,499 (53,639)10,902,803 (9,076,8/7) 16.377,66002,669,720) 66.6 (7/.6) 118.3004.0) 223.308/.5) 919,438(766,58/) 1,508,187 (/,(66,708) 61.6 (67./) 6,179 (4.8/4) 165 </29) 1,510 0.378) 2,761 (2.549) 94.0 , (97.3) 121 (//7) B.E.A. ContinentalDivision 1,433,523 (99/,232) 1,458,970 (1,008,724) 56,217 (37,/4()21,329,308 (/5,545,67/) 31,073,277 (22,22/,27/) 68.6 (70.0) 288.1 (I8/.6) 727.3(388./) 1,272,688(1,638,986) 3,541,266 (2,572,57/) 64.2 (64./) 8,829 (-5.9//) 167 0/4) 2,196(1,530) 10,560 (10,435) 98.5 (98.3) 355 (351) THE total number of passengers carried by the two Britishairways corporations and B.E.A.'s associates in September amounted to 146,000—a figure which was 27 per cent higherthan that for September, 1949. Passenger-mileage flown—94 million—showed an increase of 48 per cent, while freight ton-miles rose by 26 per cent and mail ton-miles by 19 per cent, as compared with the results for the corresponding period of theprevious year. Of these totals, B.O.A.C. accounted for some 19,000 passen-gers and recorded 61 million passenger-miles, while B.E.A. carried 119,000 passengers for 32 million passenger-miles; ofB.E.A.'s total, 22 million were flown on Continental routes alone. Companies operating scheduled services under associate agree-ments with B.E.A. flew a total of more than one million pas- senger-miles. B.O.A.C.'s results represent a general advance, both on thepreceding month and on September, 1949. In the Western Area, which chiefly comprises the North Atlantic services, thecapacity ton-mileage offered was doubled, with the result that the Corporation carried twice as much traffic as in Septemberof the previous year; the actual total was two million load-ton- miles. The total of passenger-miles flown in this area rose from8 million to 18 million, and an overall revenue load-factor of 65 per cent was achieved. In B.O.A.C.'s Eastern Area, capacitywas increased by the less spectacular figure of 3.5 per cent, but load-ton-mileage rose by 22 per cent, while the overall revenueload-factor reached was 72.2 per cent—11 points higher than in September, 1949, and one of the best load-factor figures ever achieved by the Corporation for operations of a purely commer-cial nature. In B.E.A.'s British Division, capacity on scheduled serviceswas increased by 30.9 per cent and yielded a net gain of 19.9 per cent in revenue ton-miles flown. The overall revenue load-factor, however, fell from 67.1 in September, 1949, to 61.5. in September, 1950; the figure for total revenue load-ton-mileswas actually 919,438. When it is considered that the average stage-length for these services is only 121 miles, it can be seenthat Corporation aircraft were kept very busy during the month. For operations by the Continental Division, usable capacityon scheduled services was increased by 38.4 for a gain of 38.7 in the total of revenue load-ton-miles flown. At 64.2, theoverall revenue load-factor was slightly higher than that for the previous September. B.E.A.'s Continental operations continueto prove more profitable than those of the British Division, whose costs, in view of the high landing fees and the fuel tax,must be among the highest in the world. The average length of stage flights on Continental routes was 355 miles. Companies working under associate agreements with B.E.A.operated in September at an average revenue load-factor of around 56 per cent, which was an increase of 2 per cent on thefigure for the previous year. Comparative capacity ton-mileage offered, however, was lower, as was also the total of revenueton-miles flown.. The average stage-length of flights by B.E.A.'s associates was only 92 miles. B.E.A.'s traffic results for the calendar year ended December31st, 1950, are given in the table on p. 197.
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