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Aviation History
1958
1958 - 0451.PDF
4 April 1958 467 Comets or Caravelles? The first-glance clue is contained in the placards by the noses of the two fuselages on the left, which proclaim these as Caravelles destined for S.A.S. The aircraft on the right is for Air France; its neighbour carries no customer identification. This is the Sud assembly hall at Saint-Martin, Toulouse. Their best customers include the local-service carriers and variousSouth American airlines (there has, for instance, been a steady southward migration of Convair 240s and DC-4s since last year).An increasing number of DC-4s are also coming to Europe. T.W.A. have just sold six to a newly-formed German company,Aerotour, and the relaxation of U.K. import restrictions should result in more of these aircraft appearing on the British Register.Surplus C-46s have recently been sold for as little as $41,000 (£15,000). At this price the Commando appears to be an attractiveDC-3 replacement in areas such as the Middle East, where few restrictions are placed on its use. • . V UNWILLING DEBTORS CIR WILLIAM HILDRED, director-general of I.A.T.A., has^ voiced objections to an increase in route charges. Addressing an I.C.A.O. conference on this subject (see last week's Flight), SirWilliam stated "that if more charges are imposed on the inter- national airlines when they are striving to get these lower faresand bring in jets, it will be necessary to pass on these extra charges to the customer." This remark was coupled with thecomment that "even a slight rise in the fare stops the marginal man and his friends." Those in his audience whose chief concern is with the financingof route facilities rather than of airlines will waste no time in showing that increases in air route charges are needed primarilyto cover the additional expenses arising from the introduction of jet aircraft. In the absence of statistical evidence, they are unlikelyto be influenced by the statement that slight rises in air fares deter marginal traffic. Indeed, there is a strong case for passing on extracosts even if marginal traffic were affected. ARAB COMBINE TTHE future of Misrair and Syrian Airways is an aspect of the•*• newly-created United Arab Republic that is yet to be clarified. Reports from Beirut suggest that the two airlines will be mergedinto one, although a new and appropriate title remains to be decided. Misrair is much the larger of the two, having a fleet of threeViscounts, six Vikings and one Beech 18. The Vikings are used on North African services, and from Cairo to Jerusalem andBeirut, while the Viscounts serve Athens, Beirut, Damascus and Baghdad. Syrian Airways use four DC-3s on services betweenAleppo and Beirut and from Damascus to Aleppo, Baghdad and Kuwait, and two DC-4s on services from Damascus to Beirut andCairo. These two networks can logically be integrated, and the addition of Kuwait in particular could strengthen the basis ofMisrair operation. While Misrair is government-owned (through the Misr Bank),the Syrian Government has only a small share in its national airline, private interests holding a controlling share. This has notin the past prevented the Syrian Government from covering Syrian Airways' losses and also contributing towards the cost ofnew equipment (a fact not entirely unrelated to this airline's recently placed order for three Il-14s). A reported Russian offerto provide more up-to-date aircraft in return for a 25 per cent share in the new Arab combine is now said to have been turneddown by the Egyptian and Syrian governments. MORE CONCRETE FOR PRAGUE I? UZYNE, Prague's airport, is the centre of a growing volume of *• traffic; a development programme is now under way to bringabout improvements to the runways and new terminal buildings. There are about 120 movements at Ruzyne daily, and over400,000 passengers and 10,000 tons of freight passed through the airport last year. The problems of jet transport operation, already encountered at Ruzyne since Aeroflot introduced the Tu-104 onthe. Moscow - Prague run and C.S.A. followed suit in December wuh the Tu-104A, are being met by a first development stage DP '-'op/Dent of the runways at Ruzyne airport, Prague, are shown in so/ -i black. The main landing runway 07-25 is to be extended. New terminal buildings are marked A, hangars H, car parks P. which will be completed this year. The take-off runway 13/31 isbeing lengthened 3,280ft to 7,600ft and equipped with additional landing aids. Temporary storage for jet fuel is being built andwork has begun on extensions and alterations to the international terminal building—50 per cent more accommodation, a largerrestaurant and refreshment bar, new foreign airline offices and better car-parking facilities are to be added. The second stage of development will take place between 1959and 1962, when a new two-mile runway will be laid down, air freight facilities reorganized and new taxi tracks added. Theairport will only assume its final form after 1970, when further new buildings and runways are to be added. A competition isbeing organized in Prague for the design of new buildings. DISCUSSING RADIO NAVIGATION the Institute of Electrical Engineers described as "themost important convention ever held on the subject of radio aids to aeronautical and marine navigation" was held in Londonon Thursday and Friday of last week. The chair was taken by Dr. J. S. McPetrie, Ph.D., D.S.C., of R.A.E., Farnborough, andthe opening address was given by Lord Douglas of Kirtleside. Over 500 engineers and scientists discussed 18 papers on medium-and long-range aids, range and beaming systems, airfield approach and ground radar. REMOVABLE FINGER T IKE many airports constructed during the last 20 years, Dublin-*—' is suffering from a lack of apron accommodation and pas- senger-processing space. To remedy this, the apron is beingextended towards the airfield and a "removable finger" is to be used to facilitate passenger-flow during the peak summer period.Building activity is restricted to the present frontage on account of the proximity of the main (instrument) runway 24; nevertheless,a temporary Lourdes Terminal building, already in use, has been erected on the southern side of the main terminal, and work hasalready begun on a new terminal for Continental flights on its northern flank. These extensions, when completed, should domuch to alleviate the pressure on the present building when the Aerlinte North Atlantic services are in full operation andheavily-booked pilgrimage flights for the Lourdes Centenary are at full peak. Aer Lingus inaugurated their Lourdes Centenary Year routeDublin - Lourdes - Rome on March 20. Until June 2, when an additional weekly return flight will be operated, there will be aonce-weekly return flight operated by Viscounts. Pilgrims from North America using the Irish Airlines' New York to Dublinservice will thus be able to avail themselves of the shortest route to the French shrine.Mr. Patrick Brennan has succeeded Mr. Max Stuart-Shaw as head of the airlines' commercial division, with effect from April 1.
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