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Aviation History
1953
1953 - 0015.PDF
2 January 1953 15 liberalization providing maximum freedom for travel and unlimited contact with other countries," but there are still many arguments against it. The centre of the K.L.M. network, the starting point for all but the West Indies regional service, is Schiphol—a fine modern airport five miles (15 minutes, by bus) from Amsterdam. Typically fiat surrounding land provides perfect approaches to the four main runways (one 7,600ft in length, one 6,450ft, and two of 5,900ft). At the peak period this year, K.L.M. machines were landing at or taking- off from Schiphol at the average rate of one every half-hour (this figure is independent of charter and training flights). The airline's administrative headquarters are a magnificent building set in pleasant surroundings between The Hague and Scheveningen. Such amenities as the employees' medical service, a gymnasium (staff are allowed one working hour weekly for training and indoor team games such as basket-ball), a general store and a barber's shop not only make for a contented staff but a keen and efficient one. Salaries paid to K.L.M. employees are not unduly high, but one finds ample evidence of team-spirit. At the end of February K.L.M. had a staff of 11,972 (3,727 of whom were stationed outside the Netherlands), the ratio of aircrew (including cabin attendants) to non-flying personnel being about 1 : 10. The composition of the K.L.M. fleet, correct to December 31st, 1952, is as follows : 20 DC-3S, 10 DC 4s, 6 DC-6s, 7 DC-6Bs, 17 L-749 Constellations, 12 Convair 240s. Five of the Constellations are being returned to Lockheed, for resale to an American operator, in part-payment for Super Constellations. All aircraft are seen to be of American manufacture; the only K.L.M.-owned British machine is an Auster V, whose registration, PH-OTO, neatly describes its duties. The following aircraft are on order (delivery dates shown in brackets) : 13 Lockheed Model 1049C compound-engined (Left) A striking blend of functional beauty and traditional Dutch style— K.L.M.'s headquarters, situated be tween The Hague and Scheveningen. (Below) Constellation maintenance at Schiphol. The spectators' deck, (back ground) attracts about 1,000,000 visitors to the airport each year. Super Constellations (beginning early in 1953, ending mid- 1954); six Convair 340s (late 1953); and two Douglas DC-6A Liftmasters (1953). K.L.M. aircraft bear the Netherlands tricolour on the rudder, and the standard colour-scheme is a silver fuselage with white top, separated by a blue flash; The Flying Dutch man is normally painted on the port side, with the Dutch equivalent, De Vliegende Hollander, on the starboard. Most aircraft bear names, given on the following basis: Con- vairs, famous Dutch painters; DC-4S and Constellations, place names; DC-6s, members of the Dutch Royal Family; DC-6Bs, Dutch explorers; DC-6As, Dutch aviation pioneers. The post-war progress of K.L.M. to its present healthy state has been achieved entirely with American aircraft, and the prospects of an early switch to British equipment are—so far, at least—not very good. The Dutch are a hard- headed race, and there is no doubt that they have considered very seriously the qualities of the Comet, Viscount and Britannia. Nevertheless, K.L.M.'s re-equipment programme is based on the continuing use of American aircraft. Reasons are not hard to find. The DC-6B, for example, was a tempting proposition for a DC-6 operator; it offered improved performance and revenue-earning capacity, reasonably quick delivery, and interchangeability of many components. Likewise the Super Constellation; K.L.M.'s acquisition of this type is facilitated by a $7 million loan from America's International Bank for Reconstruction and Development. All K.L.M.'s maintenance structure is "geared up" to the use of American machines, and a major factor behind the re-equipment orders is the natural wish to keep overheads at a minimum. Worthy of mention at this point is the "Beneswiss Agreement"—an arrangement between K.L.M., Sabena and Swissair providing for joint servicing and setting-up of spares at certain airports in mutual use. The types of aircraft involved (Convair, DC-6, DC-4 and DC-3) are, of course, operated by all three companies. Substantial savings in overhead costs are known to have resulted from this arrangement. Whether or not its advantages are sufficient to influence heavily the choice of new aircraft is not certain; it is perhaps significant, however, that not one of the three airlines has yet ordered British aircraft. It is the Dutch airline's practice to write-off its aircraft over a period of five years. Replacement of the American piston-engined machines now on order is therefore envisaged as taking place by 1958-9. These observations throw a side light on the statement, made some four months ago, that "According to K.L.M., jet planes will be available for more general use in about four or five years' time—thanks to
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