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Aviation History
1953
1953 - 0310.PDF
B.E.A. IN 1952 FOR Britain's national short-haul airline, 1952 was a year of notable progress—accomplished in spite of a number of frustrating setbacks. The introduction of larger and more economic aircraft into service accompanied a continuation of B.E.A.'s overall research, development and proving programme on helicopter and turboprop operations. Disappointing news came early in the year. In January, the foreign currency travel allowance was cut from £50 to £25, and in March the U.K. fuel tax was increased from is iojd to 2s 6d per gallon. On continental and domestic services respectively, these impositions had a drastic effect: an estimated revenue loss during the year of over £900,000 on the former came with an increase in fuel tax paid of £140,000 on the latter. In March, the long-awaited first scheduled service of the 47-seat Elizabethan was flown, on the London-Paris route: passenger- reaction to the type was enthusiastic. Bad news again in May, with the fuel supply crisis caused by the U.S. oil strike. Almost 2,000 B.E.A. services were cancelled as a direct result, affecting 61,000 passenger seats. The inevitable future problem of city-centre helicopter opera tion was tackled in July, with a series of experimental flights to and from the South Bank site, London. Following the initial Viscount 700 proving nights in August, what was without doubt the most significant trend of the year appeared—towards lower fares. Using 38-seat Admiral-c\ass Vikings, the London-Paris off-peak service was flown at a return fare reduced by 40 per cent. Twenty per cent reductions on the Scottish internal fares preceded the most effective and profitable step of all: introduction of the £8 weekly return fare from London to either Glasgow or Edinburgh. The consequent traffic increase and improvement in financial position was exceptional. As is well known, tourist fares are about to be extended to the whole of B.E.A.'s continental network during 1953—a heartening trend for travellers. The prospects for 1953 appear good. With the widespread introduction of the Viscount into scheduled service in the immedi ate future, B.E.A. will have the most competitive aircraft fleet in service in Europe. One further fact deserves mention, apart from the data below. A main factor in B.E.A.'s progress during 1952, and indeed for several years before that, has been the exceptionally keen and vigorous team spirit within the organization, a spirit undoubtedly attributable in large measure to the leadership and enthusiasm of the chief executive, Mr. Peter Masefield, and to the unstinted support of his staff. THE CORPORATION'S BACKGROUND WITH the passing of the Civil Aviation Act, 1946, all British scheduled airline operations became the responsibility of State airline corporations and the British European Airways Corporation was formed on August 1st, 1946, with the main tenance of British Isles services and services to Continental Europe as its allotted task. At the end of the 1939-45 war, R.A.F. Transport Command had begun to operate essential air services to Europe, but at the beginning of 1946 these were taken over by the European Division of B.O.A.C until the formation of the second Corporation. British internal services had been developed by a number of private companies and the essential services had been maintained throughout the war by some of these companies, most of which worked together as the Associated Airways Joint Committee. These operations were continued from August 1st, 1946, under charter to B.E.A., and in February, 1947, B.E.A. took over the routes, aircraft and staff of A.A.J.C. In April that year the operations of Channel Islands Airways and Allied Airways were taken over and B.E.A. became the sole operator. B.E.A. has developed its system until today it maintains a network of British Isles services and a route system reaching over 30 centres in Continental Europe. The Corporation has interests in one active subsidiary company—Gibraltar Airways—and in six associated operating companies. These are: Aer Lingus, Alitalia, Cyprus Airways, International Aeradio, the Malta Airlines, and S.I.T.A. In addition to its problems of day-to day operation, many long-term and basic research and development projects have B.E.A. FLEET LIST Fixed Wing.—Sixteen Elizabethans, 2 Viscount 701s, 32 Vikings, 16 Admiral-class Vikings, 40 Pionair DC-3S, 8 Dakota Freighters, 1 Dart Dakota, 9 Islanders (D.H.89). Helicopters.—Three S-51S, 2 Bell 47s, 1 Bristol 171 Mk 3. Traffic Statistics, 1952 Passengers 1,337,941 Passenger-miles ... ... ... ... ... 356,760,085 Freight ton-miles 5,130,132 Mail ton-miles 2,549,987 Ton-miles available ... ... ... ... 66,576,940 Ton-miles performed ... ... ... ... 41,896,015 Overall load factor (per cent) 62.9 Aircraft hours flown ... ... ... ... ... 168,930 Number of employees 8,454 Unduplicated route mileage 16,585 Financial Statistics, 1952 (Provisional) Operating revenue Operating expenditure Operating loss Net loss £ 12,690,402 13,827,157 i>i36,755 1,429,645 been studied by the Corporation. In particular, the problems of heli copter operation have been closely examined; much practical experience has been gained, and British European Airways has become the pioneer of scheduled helicopter services in Europe. Chairman and Board Personnel Officer Chief "Executive" Secretary "and Solicitor Operations Com mere ial- Traffic- -Flight Operations Engineering Finance and Property Schedules Planning Medical Press and Information Air Safety Control Charts Assoc ated Companies' Liaison Under B.E.A.'s chief executive come the three main departments of operations, engineering, and finance and property. This structure, introduced in May, 1952, groups together commercial, traffic and flight operations departments under one controller of operations. Members of the Board: Marshal of the Royal Air Force Lord Douglas of Kirtleside, G.C.B., M.C., D.F.C. (chairman): Sir John Keeling (deputy chairman): Peter G. Masefield, M.A., F.R.Ae.S., M.lnst.T. (chief executive): S. K. Davies, C.B.E.: Sir Patrick Dol/an, D.L., LI.D., J.P.: W. A. Edmenson, C.8.E.: A. C. Ping, M./nst.T.A.
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