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Aviation History
1960
1960 - 2167.PDF
549FLIGHT, 30 September1960 DANIEL IN THE LION'S DEN T OFTLEIDIR have established a unique position in the world*—' of air transport; using relatively uncompetitive aircraft, and backed by quite modest resources, they manage to prosper—without any form of goverment assistance or subsidy—on the most competitive route of all, the North Atlantic. The explanation for their success is to be found wholly in theirlow cost level. Unfortunately no precise figures are available, but the accounts for 1959 that have just become available indicatethat cost per c.t.m. lies nearer to 25d than to 30d. This allows Loftleidir to operate at fares which are well below the IATAeconomy class level—even in the winter—and to make substantial profits at a 70 per cent load factor. Last year their four DC-4s clocked up over 14,000hr toachieve the remarkable annual utilization rate of over 3,000hr— almost ten hours a day. This was on a weekly schedule of fourreturn flights in January-April, nine return flights in May-October, and five return flights during November and December. Duringthe course of the year 35,500 passengers were carried, an increase of 33 per cent over 1958, and freight and mail amounted respec-tively to 315 and 32 tons. If it were possible to devise a measure of staff productivity, thenLoftleidir staff would certainly show up as well as their aircraft. Approximately £2 million worth of business was done with 263employees (of which only 212 were full-time). In terms of output per employee, the company shows an annual figure approaching100,000 c.t.m. This extraordinary figure—probably the world's highest—is certainly a measure of Loftleidir's efficiency; but it alsoreveals the absurdity of this commonly used index. If the airline decided to do its own engineering instead of letting it out tosubcontractors, then the so-called productivity figure could well oe cut by a third. During 1960 Loftleidir's progress has continued unabated,passenger traffic over the first seven months of this year having risen by 22 per cent. This means that traffic should exceed 40,000passengers this year unless a pilots' strike that has been brewing throughout the summer should lead to cuts in services. Freightand mail traffic have also been expanding rapidly, showing increases of 29 and 59 per cent respectively over last year. Farereductions have played a part in this growth, as has the use of more modern aircraft. The bulk of Loftleidir's services thissummer—five round flights per week out of eight—have been operated with two ex-PanAm DC-6Bs (a third is likely to beacquired shortly), while the remaining services are flown with two DC-4s, one of which is owned by the company, the otherbeing chartered from the Norwegian independent Braathens. Above, exterior and interior impressions of the FAA's new Dulles Inter- national Airport, Washington, which will be in operation next summer. On the left above is the rear—airfield—side of the 600tt-wide terminal building, showing the "mobile lounges" in position. A model of one of these huge vehicles is seen in the lower picture being inspected by Mr E. R. Quesada, head of the FAA; a note about it appears on this page MOBILE LOUNGING AT WASHINGTON A SUPERFICIAL assessment of the "mobile lounge" systemto be used at Washington's new Dulles airport might be that it appears ungainly and awkward. But the Federal AviationAgency, which is responsible for the US capital's new airport, in fact appears to have found a neat solution to the problem ofhow to get passengers between the terminal and the aircraft. Mr E. R. Quesada, head of the FAA, says he is "concernedwith the tendency for airports to grow by the extension of finger systems." It causes, in his view, "tremendous inconvenience to thepassenger," who has to walk long distances through the fingers, with an additional down-and-up distance exposed to wind, rain,noise and blast. The loading bridge system admittedly avoids the down-and-up phase; but the FAA is concerned also with dieoperational inconvenience of the finger system, which requires intricate aircraft taxying and precise positioning at the gate. The mobile lounge system allows maximum operationalflexibility by separating aircraft operational facilities and pas- senger-handling facilities. The FAA have had to reckon with thefact that by 1965 aircraft will have to be parked as far away as two or three miles from the terminal building. The vehicle itself is large, accommodating up to 90 people, andweighing 76,0001b. It measures 54ft by 15ft, and is 17jft high; one end links with the terminal building, the other mates withthe doors of all four-engined aircraft in use or likely to be in use in the future. A folding ramp across which passengers walk onto the aeroplane is adjustable up and down, and it is spring loaded to ensure contact with the aircraft, even if this should moveslightly. The interior is fully air conditioned, carpeted and generally comfortable, though no refreshment or lavatory facilitiesare contemplated. The vehicle can be driven from either end, and it is powered by two 190 h.p. engines each of which drives itsown two wheels through a three-speed automatic transmission. A feeler probe helps the driver to position the lounge. The $750,000 (£275,000) contract for the design and construc-tion of the mobile lounge was awarded to the Chrysler Corporation of Michigan on a cost-plus-fixed fee basis. The Budd Companyof Philadelphia is sub-contractor to Chrysler for body design and construction. Target date for completion of the prototypeis spring 1961 and a fleet will be available for operation by the time Dulles international airport is opened in the middle of 1961.Twenty-four positions will be available initially; by 1975, when perhaps 10 million passengers will be handled, a fleet of 56 loungeswill probably be needed. AIRBORNE TUTOR CCHOOLCHILDREN in the American mid-west will next year& receive some of their educational broadcasts from two DC-6s which have been modified at the instigation of the Mid-WestCouncil on Airborne Television Instruction. The aircraft will start a four-month demonstration from January 20 next year andwill transmit three hours of programmes on four days a week. Two aircraft will circle at 23,000ft around Montpelier, Indiana,and will relay prepared tapes. Westinghouse are supplying the TV equipment and Douglas Aircraft the aerials. STRICTLY FOR THE BIRDS MINISTRY OF AVIATION civil aviation information circularNo 94/1960, recently issued, warns that pilots should avoid flying in the vicinity of the nature reserve of the Severn WildfowlTrust between the end of September and the beginning of April. The Reserve covers an area of about four miles radius centred on54°44'30"N 02°25'00"W. If it is not possible to avoid the area, states the circular, it should be crossed above 4,000ft.
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