FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1953
1953 - 0648.PDF
642 CIVIL AVIATION FLIGHT to such ground facilities as runways, taxiways, run-up and by-pass areas and the like. (2) It is likely that most airports will reach their maximum capacity to handle traffic when they have two non-intersecting runways, one for landings and the other for take-offs. However, if these two are to accommodate their maximum potential, they must be planned with ade quate high speed exits, suitable taxiways, run-up and by-pass areas and the like; there must be adequate separation between them; and the terminal area itself must be planned to provide separate in-bound and out-bound traffic lanes and the flexible traffic patterns needed to feed the instrument landing system at its maximum capacity. Failure to con sider all of these elements may either severely restrict the capacity of the airport, or prove costly when changes must be made. (3) The establishment of another airport in a given terminal area may actually reduce the handling capacity of the area rather than expand it, unless its runways and approach patterns are properly oriented with respect to existing airports and routes. (4) To achieve maximum capacity for an airport, air traffic control, airline operations and navigational aid specialists, as well as airport design engineers should participate in its planning. It is desirable that planning should anticipate an ultimate need, even though actual facilities may be installed to meet the immediate demand only as it develops. A summary of the discussions notes that the Committee "also asserted that air traffic control should always be based upon ground aids which the pilot can use directly, aided by ground radar ..." Airborne radar, as developed for cloud and collision warning, was not felt to be a practicable way of ensuring separa tion between aircraft. AMERICA'S VAST CIVIL FLEET AN indication of the important place occupied by "corporate" • aircraft in American civil aviation is provided by the news that nearly 20,000 aircraft are now used for business and pro fessional purposes in the United States. While many of these are small aircraft of the Navion and Bonanza type, this impressive fleet includes machines as large as DC-6Bs (used by the Aramco Corporation) and it is known that private owners possess more multi-engined aircraft than all the scheduled airlines combined. Recently published statistics give the total number of active civil aircraft in the U.S. at January 1 this year as 54,039. A survey of operations at all American airports with C.A.C. control towers showed that 57 per cent of movements were by private owners or business types, 27 per cent by airliners and 16 per cent by military aircraft. The following breakdown shows the propor tions of aircraft engaged in some civil duties in America : Category Air carrier—airlines and large irregulars Agricultural—used by farmers and ranchers in dusting, spraying and seeding, etc. Industrial—power and pipeline patrol, survey, etc. Business—used in connection with business or profession For hire—charter for passengers, cargo, air taxi Government—federal, state, local civil government Instructional—flying instruction No. of aircraft 1,402 12,115 1,687 19,615 3,576 1,116 5419 Comparative figures for the United Kingdom (taken from the latest issue of the A.R.B. Register of British Civil Aircraft) show that a total of 1,200 aircraft hold current certificates of air worthiness. Of these, 226 are operated by the State corporations CATWICK-JERSEY services are now being operated daily by Jersey Airlines with a 15-seat de Havilland Heron—first of its type to be introduced by a British independent. The aircraft—one of two ordered— was delivered on May 1st and went into service on May 9th. or their overseas associates, and 245 by independent operators; the latter figure includes 156 aircraft of less than 10,000 lb a.u.w. Training aircraft number 242, and there are 347 business or privately owned aircraft. The total is made up by 115 machines classified under "aerial work" and "miscellaneous." S.A.A. TO SHARE COMETS DETAILS have now been announced by B.O.A.C. and S.A.A. of the agreement (forecast exclusively in Flight of January 9) under which Comets will be jointly operated by the two companies on the London-Johannesburg route from October next. In that month the frequency of Comet first-class services will be stepped up from three to four weekly, two of which will be flown by S.A.A. crews. When operating these services, Comets will be on hire to S.A.A. and will carry the insignia of that airline, but the jet airliners will continue to be integrated, from the viewpoints of maintenance and operations, with the rest of the fleet at London Airport. The frequency of S.A.A. Constellation services will remain unaltered at three per week, but these aircraft will be turned over completely to tourist operations. It is believed that S.A.A. bookings on this route have suffered since B.O.A.C. introduced the Comet just over a year ago, since the new British aircraft offered a journey which was smoother and faster—by some 6-8 hours—for the same fare (£315 return). From October, however, a return ticket on a Constellation will be some £60 cheaper. Whatever the results of this step, neither operator should suffer unduly, since revenue from the Springbok route is shared between B.O.A.C. and S.A.A. GROWTH OF AVIATION IN BRAZIL "DRAZIL has no fewer than 1,010 airports and landing fields, ** according to a recent issue of the I.C.A.O. Bulletin. Of these, 24 are large enough to handle four-engined aircraft of Constella tion size and 426 can accommodate smaller airliners used on scheduled services. There has been a striking expansion of com mercial aviation since the independent Brazilian Air Ministry was formed in 1940. The number of transport aircraft has risen from 44 to 396, of which 220 are used on scheduled services. Over the same period 2,750 commercial pilots' licences were issued, whereas only 147 had been issued by 1940. Last year Brazilian commercial air craft flew 391,000 hours, carrying 2,422,000 passengers and some 50,000 tons of cargo. Brigadier Nero Moura, the Brazilian Minister for Air, commenting on the importance of civil aviation in his country, writes that: "All our various state capitals are linked by regular air services, which also serve 282 towns of more than 10,000 inhabitants. In many areas of the vast interior of the country, air transport offers the sole means of communication with the main centres of population. This is true not only of passenger transport, but also increasingly so of cargo and freight. Brazil's diversity of topographic, oro graphic, and demographic conditions, coupled with the vastness of the country, is such that a greater extension of the rail network would offer no solution. Neither CORONATION CHARTER: An Airwork Hermes recently flew a West African contingent—60 members of the Nigerian Regiment—from Accra to Blackbushe, in preparation for the Coronation parade. One of the party. Regi mental Sgt. Maj. Ilopuraife, is shown on arrival at Blackbushe receiving refreshments from Mrs. Albrook, an Airwork hostess.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
