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Aviation History
1952
1952 - 1368.PDF
59° FLIGHT SWISSAIR. From DR. W. BERCHTOLD Chairman) PARTICIPATION in peaceful world air traffic does not, for Switzerland, involve the question of prestige. It is more simply the adherence to the policy of being present in order to further the many commercial, spiri tual, touristic and cultural interests with other friendly nations of the world. In fact, Switzer land wants, as in so many other fields, to retain her independence on the highways of the skies. Swissair, the national—but not nationalized —airline of Switzerland, has in the last few years made special efforts to reach this goal. In sending its aeroplanes over the boundaries of Europe to Cairo, Basrah, Lydda, Istanbul and New York the company has increased the number of ton-miles offered from 14,916,097 in 1949 to 25,481,666 in 1952. It is only natural that such a growth can only go hand-in-hand with an increase in the number of aircraft. For this reason, and in conjunction with an adequate judgment of future tasks, Swissair last year ordered four more Douglas DC-6Bs. Thus the company will have at the end of 1953 a fleet of six aircraft of this most modern type, two of which are already employed on the North Atlantic between Switzerland and New York. This should not only allow to build and improve still further the trans atlantic service, but should also permit an extension of Swissair's intercontinental network. But the problem of augmenting and renewing equipment is also closely connected with the introduction of the tourist class over the North Atlantic as well as with certain similar tendencies in Europe. There is no doubt that the tourist class represents a natural evolu tion which may be compared with the developments that have taken place previously in the other fields of transport. By making air travel cheaper it is, at the same time, possible to win a new potential of customers. For these reasons it would be futile to oppose the introduction of the tourist class in Europe. This will, however, force Swissair to tackle some rather difficult problems. As the company has only a limited number of aircraft it cannot, in contrast to other and more important air carriers, utilize part of its flying material for tourist services only. It will, therefore, have to find a compromise solution by way of which it can use its aircraft for tourist class as well as for first class. The possibility was examined of increasing the number of Con- vair-Liners. Today, however, the question has been raised whether it would not be more advantageous to have more DC-6Bs which can be equally well used for both long and medium distances. For short-distance flights the DC-3 can still render excellent services. Swissair's Background.—Air transport in Switzerland began in 1919 when Ad Astra Aero A.G. was formed as the first Swiss air transport company, which did much to establish Swiss air transport. On March 26th, 1931, it amalgamated with "Balair" to form the present Swissair. The new company extended its routes and introduced faster schedules. As early as 1932 the company introduced the first modern low-wing transport monoplanes—Lockheed Orions—with retractable under carriages to be used on European air services. Swissair was one of the first European operators of the DC-2, intro ducing it on its service to London in 1935, and it became one of the only two airlines to use diesel-powered aircraft when, in 1936, it placed a Jumo-powered Ju86 in service. DC-3S were introduced in 1937, and when peace returned to Europe Swissair acquired DC-4S, with which it started long-distance operations, including transatlantic services. In 1949 a fleet of Convair-Liners was introduced on the European routes, and in 1951 the company began to operate DC-6Bs over the North Atlantic. Swissair now has an unduplicated route mileage of over 20,000 and a fleet comprising three DC-6Bs, two DC-4S, four Convair-Liners, and 15 DC-3S. Three more DC-6Bs are due for delivery next year. TASMAN EMPIRE AIRWAYS. From SIR LEONARD ISITT, I N the operation of air routes extending over some 8,000 route-miles in the South Pacific, TEAL (a New Zealand, Australian and United Kingdom Government enterprise) has, since the company commenced operation in 1940, relied almost entirely on flying-boats, which are almost perfectly suited to present airport conditions in the area. Solents fly all except one of TEAL's routes—the Christchurch- Melbourne service, which is operated by Sky- master aircraft. The company intends remov ing the Solents from high-density traffic routes across the Tasman Sea within five years, although they will probably continue to fly to island territories, many of which have no well- developed landplane airports. In choosing the next TEAL aircraft, airport facilities have been a difficult problem. Another primary consideration has been the peculiar traffic conditions in the territories covered. TEAL has probably already set the Tasman Empire Airways' Background.—Representatives of the Government of the United Kingdom, the Commonwealth of Australia and New Zealand at a conference in London in 1938 decided that a contract for the operation of a trans-Tasman air service should be granted to a new company formed by Imperial Airways, Qantas Empire Airways and Union Airways of New Zealand. This company was formed as Tasman Empire Airways, Ltd., and the share capital is held 50 per cent by New Zealand, 30 per cent by Australia, and 20 per cent by the United Kingdom. K.B.E. (Chairman) standard for the local future with its luxury-style service at fares which are, by European or American standards, tourist-class. For return ticket-holders the average rate per mile on single-stage nights of 1,300 miles and more is 5.07d sterling. In addition to complying with route conditions and some stringent economic requirements, replacement aircraft will have to be of a type on which acceptable service can be provided at tourist-class fares. The company is interested in the Bristol Britannia, but will make no firm decision until that aircraft flies this year. If it fulfils expectations, it should meet our needs admirably. Subject to rapid improvement of New Zealand airport facilities, the Britannia looks very much like the future trans-Tasman air craft, but other TEAL routes must continue to be served by flying- boats for some years. The isolated Chatham Islands have no land airport and there is no prospect of the territory being able to afford one. At Fiji, the international land airport is located at Nandi, about 110 miles distant from the capital city of Suva. At Tahiti there is no land airport. Hence the intention to continue utilizing Solents among the island territories, which are of considerable economic and national importance to New Zealand and its international air line, TEAL. Tasman Empire Airways began services between New Zealand and Australia with Short C-class flying-boats in 1940, and today the company maintains a network of routes linking New Zealand with Australia, Fiji and Chatham Island. Short Solent flying-boats are used on all services except those between Christchurch and Melbourne, where DC-4S are used. . For some periods Tasman Empire Airways has had the distinction of maintaining the only communication between New Zealand and Australia. TRANS-CANADA AIR LINES. From G. R. T HE purchase of additional piston-engined aircraft by TCA reflects our opinion that the development of both turboprop and uirbojet engines (although we are certain that one or the other, or both, are bound to come) has not yet reached a point where an airline can embark with economic confidence on a major programme of fleet replacement with aircraft having one or other of the new types of power. $McQ. YWptV McGREGOR (President) Airlines which are in a position to make experiment on a relatively small scale are performing a service for the industry. Lower fares which have been associated with high-density seat ing unquestionably make available to the airlines a new and very much larger market, but it remains to be seen whether or not the additional revenue to be derived from high-density operations can offset both the reduction in unit fares and a generally upward trend in airline operating costs. The experience of I.A.T.A. carriers on the North Atlantic during the coming twelve months should do much to provide an answer to this moot question. T.C.A.'s Background.—Fifteen years ago an airline across Canada was only an ideal still to be realized when the company was formed with $5 million capital, 51 per cent held by Canadian National Railways. By the end of 1937 T.C.A. was operating its first passenger and mail
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