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Aviation History
1958
1958 - 0631.PDF
9 May 1958 647 airlines. United States Overseas carried the most traffic (83mpassenger-miles), followed by Twentieth Century (80m), Trans National (77m), Great Lakes (74m), Capitol (73m), Transocean(66m), Trans-Caribbean (55m) and Currey (48m). U.S. Overseas, Capitol and Transocean were almost entirely concentrated onmilitary charter, while the others were primarily engaged on civil operations. The leading Irregulars in the freight field were Capitol (33mton-miles), Transocean (19m), Overseas National (12m) and Meteor (7m), only the last of these carrying a significant amount ofnon-military traffic. It is expected that the C.A.B. decision in the pending LargeIrregular Case will result in the granting of permanent status to those companies that appear to be financially sound, that havenot violated the Board's policy in the past, and that have been maintained in constant operation. The "ten flight" rule concern-ing services for individually ticketed passengers will probably remain in force, and operation of an unlimited number of domesticcharter'flights for passengers or freight is expected to be allowed. As regards international flights the position is less clear, but itseems likely that Large Irregulars will be given greater scope for operating charter freight flights. Two major problems hang over the heads of these companies.Their relationship with the military authorities has been prejudiced by the short-term nature of their contracts, by the expansion ofthe Military Air Transport Service, and by insistence on pres- surized aircraft for passenger services. Closely tied up with this isthe problem of re-equipment. As permanent status will not alone suffice to attract outside funds for this purpose, the Large Irregularsfeel that the military authorities should base their contracts on a three-year basis instead of the six-month or one-year periods usualat present. They also hope that a system of government-guaranteed loans similar to those available to local-service carriers for re-equipment purposes can be arranged without delay. INTERNATIONAL GIANT PAN American World Airways, Inc.—parent company of whichPanAm is the major offspring, but which in addition owns 50 per cent of Prmagra and minority shares in at least a dozen otherairlines (Aeronaves de Mexico, Avensa, Avianca, C.D.A., C.O.P.A., Cubana, LACSA, LANICA, Mexicana, Panair do Brasil,S.A.H.S.A., U.M.C.A. and Aryana Afghanistan Airways)—has now published accounts for 1957. In this first subsidy-free yearoperating revenue increased to $313m (making PanAm the world's biggest airline in money terms), but net profit fell from $14m in1956 to $8m. When allowance is made for the $7.2m subsidy received in 1956, it is easier to appreciate how these results couldcoincide with a further cut in unit costs. PanAm's Atlantic routes contributed 36 per cent of the airline'stotal traffic. The fact that their share of total North Atlantic traffic last year was 31 per cent is a reminder that, theoretically,PanAm alone could handle this entire market. Latin American and Pacific routes respectively contributed 34 and 28 per cent toPanAm's total traffic, leaving the Alaskan services with the balance of 2 per cent. Passenger traffic increased at a rate of 14.5 per cent and—almostunique among the major world airlines last year—cargo traffic increased even more rapidly at 15.6 per cent. Although still notcarrying as much passenger traffic as each of the "Big Four" in the U.S., last year's freight growth brought PanAm world leadershipin freight as well as in mail. The Standard Motor Company takes the credit for this impremve scene of London airport last week. It shows 60 Triumph cars, with the Britannia 102 chartered from B.O.A.C. to bring to England the American purchasers of these cars. Each customer paid $3J0O for the round trip, which includes four weeks' touring on the Continent. A second charter is due to take place tomorrow; a similar one took place last year. The cars will eventually go to the U.S.A. by ship. CONTRACTORS TO THE STATE THE Military Air Transport Service has provided the U.S.House Committee on Government Operations with a break- down of M.A.T.S. airlift contracts by carriers. The annual valueof these contracts has been rising in recent years from about $40m three years ago to a current level of $50m (expenditure by theBritish Government on trooping contracts to independent airlines has been standing at about £6m a year). While the Large Irregular Carriers were receiving about one-half of M.A.T.S. airlift contract funds in 1955, these airlines are now only getting one-fifth. Their lack of pressurized equipmenthas been a major factor in the transfer of contracts to scheduled operators, particularly the larger all-freight carriers (Flying Tiger,Seaboard and Western and Slick) whose share of M.A.T.S. funds has increased from 40 to 70 per cent.In recent years Seaboard and Western has been M.A.T.S. chief contractor, its annual receipts exceeding $10m. However, thefinancial year ending this coming June will probably see Flying Tiger usurping Seaboard and Western's leading position. Domestic trunk airlines carry very little M.A.T.S. traffic andthe overseas airlines share but a moderate amount. The only two carriers to obtain substantial revenues in this field are PanAm andT.W.A. Whereas P.A.A.'s revenue in the current financial year is expected to be rather less than the $5m earned in 1957, T.W.A.'srevenue will have increased to over $lm. Among the Large Irregulars, California Eastern Aviation has inrecent years been receiving between $4m and $5m annually from M.A.T.S., and World Airways, Capitol Airways and TransoceanAirlines will each receive almost $2m this year. Seen (left) at Short's airfield at Belfast last week is C.P.A.L's chief pilot, Mr. Harvey John- ston (centre) taking delivery of his company's second Britannia 314 from Short's chief test pilot, Tom Brooke-Smith (left) and Bristol's chief test pilot, Walter Gibb. The first aircraft was delivered at the beginning of April. Four more will follow. The Microcell Company have just received an order from B.O.A.C. for all the passenger chairs to be installed in the Corporation's Comet 4 fleet. The picture shows the triple economy-class chair; the differ- ent headrests are under evaluation. Microcell also sup- plied the first-class seats for B.O.A.C.'s Britannias.
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