FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1957
1957 - 0558.PDF
560 FLIGHT CIVIL AVIATION... DR. WARNER RETIRES AFTER more than eleven years as president of I.C.A.O., Dr**• Edward Pearson Warner is now retiring and handing over his office to Walter Binaghi of Argentina. Dr. Warner was elected president of I.C.A.O. (thenP.I.CA.O.) on August 15, 1945. He immediately resigned from the U.S. Civil Aeronautics Board and broke off his other Ameri-can connections. He has since been truly an international figure. In the words of M. Henri Bouche, France's representa-tive on the I.C.A.O. Council: "Dr. Warner has contributed to international civil aviation more than any other man could havedone in his time and in his place, but I still believe—and this is a tribute—that Dr. Warner was also the only man who couldhave done even more. He, during those years, would have been capable of leading international civil aviation more rapidly,and more fully, to the superior and collective objectives assigned to it by the Chicago Convention. He overestimated the externalresistance, and underestimated his own strength. If he erred in this, it was by too much modesty." M. Bouche added: "Ihave never met anyone who had such a grasp of all those sciences, techniques and practices that constitute the art ofaeronautics." FARE INCREASES OPPOSED THE proposed five per cent transatlantic-fare increases may not-"- go into effect on May 1 as I.A.T.A. originally planned, accord- ing to Mr. John Brancker (I.A.T.A.'s traffic director) in a Montrealspeech on April 15. He was commenting on the U.S. Civil Aeronautics Board's announcement in Washington that itintended to reject the fare-increase proposal submitted to it by U.S. carriers, who had been given fifteen days in which to submitadditional evidence. The C.A.B. said that their final decision would be made on April 25, but they indicated "eventual dis-approval." The proposals for increases were, they said, based on seating densities and standards of service which C.A.B. had"repeatedly stated" were economically unsound. The rise in fuel and other costs could not be cited as justification. A NEW TERMINAL FOR MANCHESTER— OFFICIAL details have now been released by the City ofManchester of plans for a new terminal building at its civic airport. (A model was illustrated in our April 5 issue.)Work has started, and the buildings should be ready for operation by 1960. Estimated cost is more than £2.2 million. Two piers (alias fingers) will accommodate ten aircraft in fivestands on either side. One will be for international traffic and the other for domestic traffic. There will be complete separationof passenger flow and baggage flow, the two movements being respectively on the first floor and ground floor. Sightseers willbe accommodated on roof terraces and also on the roofs of the piers. The concourse, restaurants and waiting rooms will all pro-vide an unrestricted view of the apron, and the concourse itself will be "of attractive and welcoming appearance, with concessionsand all other amenities." With an eye, no doubt, to the lessons of London Airport—towhich Manchester ranks second in importance in Britain—allow- ance has been made for future expansion "in all directions" toprovide for increases of traffic and for handling developments. —AND FOR PANAM AT NEW YORK ^ reproduce on the opposite page an impression of therevolutionary terminal building now being erected at New York International for just one airline—Pan American. Due forcompletion by the end of 1958, at a cost of nearly £3m, it will have as its most novel feature an elliptical cantilever roof extendingover the aircraft (six of which can be accommodated at a time) to protect passengers from the weather. The arrangement is aneat compromise between the finger-and-gate system and the apron stand system. It is claimed that the building will be able to The Prime Minister of Australia, Mr. Menzies, dis- embarks from a Britannia at Canberra after a recent demonstration flight from Sydney. On board (seen be- hind Mr. Menzies) was Mr. C. F. Uwins, chairman of Bristol Aircraft. handle a fully loaded 160-passenger 707 every fifteen minutes. The terminal will beapproached by eight traffic lanes, providing six timesmore vehicle capacity than La Guardia, whichhandles a dozen airlines. All 48 check-in points willbe within 40ft of the entrance, and they willserve all passengers regardless of destination.The passenger lounge will have more than 500 seats,and will be adjacent to all gate positions. QANTAS AND ITS 707s TN the Australian House of Representatives on April 3 mem-A bers debated Qantas' choice of Boeing 707s, and in particular the Australian Government's wisdom in borrowing $27m forthis purpose. Of this sum, $17m will be borrowed from private sources in the United States, the balance being raised from theInternational Bank. Mr. David Fairbairn asked whether such a loan was justified,and whether comparable aircraft were not available in the sterl- ing area. He failed to see how the loan was going to be repaid,and he argued the merits of the Britannia and Comet. He added "We just had a bill brought down which said in effect 'We want$27m,' with no reason given as to why British aircraft were not available." Australia had a duty to support the British aircraftindustry, he said, and Qantas should be directed accordingly. (Above) Seen undergoing complete reno- vation at Airwork's Blackbushe base is the company's fifth Hermes. It was one of the last of B.O.A.C.'s fleet to be disposed of. (Left) Two visiting Viscounts at London Airport enjoying Hunting-Clan's power- plant change, Check B, and "revictualling and valeting" service—a unique 12-hour facility offered at London Airport by this British private-enterprise concern.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
