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Aviation History
1951
1951 - 2061.PDF
48o FLIGHT, 12 October ic5I AIR TRANSPORT in NEW ZEALAND . . . In view of the high average load, it might be considered sur-prising that the Corporation had failed in the past to operate economically, but costs had been inordinately high, due largely tolimited airfields, which had necessitated the operation of various and uneconomical types of aircraft, in many cases with a limitedtake-off weight, making a break-even load factor on the existing low fare impossible to achieve. The improved financial position was due chiefly to improvedairfields and route facilities, more centralized maintenance, elimin- ation of some of the aircraft types, lifting of weight restrictions,introduction of night operations, and better utilization. During the year 1950-51, the seating capacity of the DC-3 hadbeen increased to 24 and an increase had been granted in the all-up weight from 24,200 lb to 26,900 lb. Gradually the Lodestars hadbeen replaced. "One type of aircraft" was the ideal, but airfield limitations atpresent made this an impossible goal. The DC-3 was proving very satisfactory, and it would have to satisfy the Corporation for afew more years. The ideal would be a twin-engined 25/30- passenger aircraft with a speed of 370 m.p.h., and range of 700miles to operate on a maximum runway length of 4,000ft; it must also have de-icing equipment. If runways improved it might bepossible to use a larger aircraft. There was also the need for a smaller type, a 15/20-passenger machine, capable of operatingfrom 2,700ft strips at sea level, and with a range of 400 miles. Such an aircraft did appear to be in view, but a further adjustmentof fares and rates would probably be needed to get the break-even load factor desirable. The development and operation of helicop-ters was being watched carefully. Use of Flying-boats An air freight service across Cook Straight, operated withDakota aircraft, was organized by the N.Z. Railways Department, in conjunction with the R.N.Z.A.F. in February, 1947. In June,1947, operation of the service was handed over to the N.Z. National Airways Corporation, who continued to operate thisfreight service with DC-3 aircraft. The service was currently being operated by Straits Air FreightExpress, Ltd., the successful tenderers to the N.Z. Railways for this air link. They are using Bristol 170 Freighters. T.E.A.L.: This company began operations on 30th April, 1940,when a flight was made from Auckland to Sydney by the Short S-30 flying-boat Aotearoa. Equipment originally comprised twoShort S-3'0 flying-boats. With the end of the 1939-45 War the company acquired on hire three Tasman-class flying-boats, eachcapable of carrying 30 passengers each way between Australia and New Zealand. Authority for the purchase of four Solent flying-boats, each capable of carrying 45 passengers, was obtained in August, 1947. At the end of its first ten operational years in March, 1951,T.E.A.L. showed the following traffic increases:— 1941 1951 Passenger-miles 2 millions 42 millions Freight ton-miles ... 11 thousands 350 thousandsMail ton-miles ... ... 46 thousands 277 thousands Operating with a capital of £1,500,000, this company, in its 1 ryears of operation, had made a gross profit of £140,990; it was equipped with new aircraft in 1949, and had established anobsolescence reserve of £175,000. An operational profit of £13,500 was made in the year ended March, 1951. The steady growth of traffic—passengers, freight and mail—had demonstrated^ the essential nature of the services and the financial results of the company had been satisfactory. British Commonwealth Pacific Airlines, Ltd., was established bythe Governments of Australia, New Zealand and the United Kingdom in 1946 to operate an air service between Sydney andNorth America and between Auckland and North America. The service was started in April, 1947, by A.N.A. on a twelve-monthcharter to the new company, using DC-4 Skymasters. As from April, 1948, B.C.P.A. operated the route with its own staff andaircraft, first with DC-4S and later with DC-6s. Three return services a fortnight were now being operatedbetween Sydney and North America, and one return service a week between Auckland and North America—a route distance ofapproximately 7,000 statute miles. The growth of traffic had been steady and the financial results for the year ended 31st March,1951, showed a profit—after meeting all interest and taxation—of £A4i,ooo. From a global aspect the Pacific air link was of vital importanceboth as a trade channel and as a strategic air route in time of war. B.C.P.A. completed its first year of operation in 1948 and hadshown the following traffic increases: 1949 1951 Passenger-miles ... 33.6 millions 61.5 millionsFreight-ton-miles ... 314.5 thousands 484.0thousands Mail ton-miles ... 264.5 thousands 352.0 thousands In its four years of operation the company had showc anaccumulated loss of £580,000; it had re-equipped with D.%6 aircraft in 1948 and had established an obsolescence reserve of£560,000. A profit of £41,000 was made for the year ended March, 1951. The three airlines had operated up to the present with verysubstantial government assistance. The landing grounds, the air- route organization, the meteorological services—these had all teenprovided by governments at little cost to the operators who, if they were required to bear even a limited portion of these costswould have had to increase their charges to an impossible degree or go out of business. New Zealand's internal passenger revenue for 1950 did notexceed £1,500,000, while the New Zealand Government spent £1,427,000, on aviation administration and facilities in NewZealand territory. Future Routes Prospective World Routes.—From time to time a good deal hadbeen heard about a Southern Pacific route from South America to New Zealand and Australia.In April, 1951, Captain P. G. Taylor flew a Catalina from Sydney, Australia, to Quintero, near Valparaiso, South America,and returned by way of Fiji, Papeete and Easter Island. Captain Taylor reported that the establishment of an air service along thatroute was feasible and recommended that it should be operated by landplanes as it was possible to construct a landing area onEaster Island, but that there was insufficient protected water to provide an alighting area for flying-boats. It would be necessaryto construct runways at Papeete and at Easter Island and it was most doubtful if there would be traffic offering to warrant evena monthly service. A more feasible and strategic route to Europe from the Anti-podes was the route pioneered, also by Captain Taylor, in a Catalina in 1945 from Acapulco in Mexico, by way of ClippertonIsland, Bora Bora, Fiji and Sydney. It would serve a greater proportion of the world's population than the more southernroute. This route would also have considerable strategic interest should the free movement of aircraft be denied on the presentPacific route. Its chief operational difficulty was the long stage of 3,000 miles between Clipperton and Bora Bora. The late AirCommodore Brackley had been interested in this route as a possibility for the Princess flyinc-boat. There were also other prospective commercial routes in thePacific. The isolation of island groups and in some cases of individual islands within a group .created the need, but the peoplewere neither numerous nor wealthy and the long distances and small communities would retard the development of these services. If airlines were to meet compet tion and operate economically,they must utilize the most suitable aircraft available for their particular route. Flving-boats might be a possibility. T.E.A.L.were still operating flying-boats and, if suitable replacements were available; would continue to operate them, as the sea alightingareas on their routes were more adjacent to the cities and centres served than were the available international airports. It was significant to note that, of new aircraft types which wouldbe available for long-range operation during the next two or three years, only one was fitted with engines that had been operated incivil transport aircraft on commercial routes. The fact that the new power units were not as yet in general use made assessment oftheir maintenance and reliability difficult at this stage. If an operator could be content with speeds of the order of360 to 390 m.p.h., the turboprop aircraft would answer his purpose for the next seven or eight years. On the other hand, on longroutes where speed was of first importance, there was no doubt of the advantage conferred by the turbojet aircraft. Both B.C.P.A. and T.E.A.L. would have to re-equip shortly ifthey were to maintain their share of the traffic essential to their economic well-being. Suitable aircraft for their respective routes,was a matter of selection. The first problem was the cost of these new aircraft and the financing of the new fleets. The author was forced to the conclusion that the average airlinewas not in a financial position to replace its fleets without re- capitalization; that the smaller airlines would not be able to attainfull utilization of their aircraft and continue to provide competitive frequency. He believed that the small organization operating alimited route was more efficient and offered better personal service to its customers than the big, world-wide organization. Desirableas mergers might appear on economic grounds, the argument ol national need, national aspiration and passenger appeal mustprevail. The author believed it would be necessary to establish somesuch scheme as a Commonwealth aircraft-holding corporation responsible for the provision, overhaul and maintenance oicommon aircraft types. Such a proposition, however, w»ulo involve so much faith in the other fellow and give-and-take in theearly negotiations as to preclude it from a successful launcnng. It was more likely to be narrowed down to inter-airline agreeni'Qtsfor the common use of aircraft on a contractual basis.
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