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Aviation History
1961
1961 - 0806.PDF
816 FLIGHT, 8 „< '1961 AIR COMMERCE. . . BREVITIES TWA are to show full-length films to first-class passengers on inter- national flights from August 16. An industrial court has awarded BEA's 750 pilots 110 days off and three to four weeks' annual leave per year, back-dated to January 1. Capt H. W. C. Alger, general manager of Aden Airways for the past four years, retired on May 31. He began flying as a captain with Imperial Airways in 1928. Iberia has taken delivery of its three Douglas DC-8 Series 50s foroperation from Madrid to Rome and New York, Havana, San Juan, Caracas, Bogota, Rio, Montevideo, Buenos Aires, Santiago and MexicoCity. On May 25 the US Government rejected the Dutch request for aKLM Polar service to Los Angeles (Flight, May 25, page 724). Accord- ing to reports the US insisted that the route would be conditional uponcertain KLM capacity restrictions. On May 26 the Guild of Air Traffic Control Officers awarded GpCapt G. J. H. (Jimmy) Jeffs, formerly commandant of London Airport, the 1960 award of the Hunt Trophy. The award was made at the Guild'sannual dinner by the Master, Mr Arnold Field. Last Tuesday, June 6, the Board heard British United Airways'case for a London - Canary Islands route, to which BEA object, and on Monday, Tuesday and Wednesday, June 12, 13 and 14, will hear nofewer than 75 applications, mainly for inclusive tours, from independents. PI A will start operating its London - New York service on June 16,President Kennedy having now signed the requisite foreign carrier permit. Initially it will be a weekly Boeing 707-320 service increased tothrice weekly when the airline's three Boeing 720Bs are delivered in 1962. Among the list of new applications in Civil Aviation LicensingNotice No 24 published by the Air Transport Licensing Board is one from BOAC for the inclusion of an optional stop at Manila on thecorporation's London - Tokyo service. Starways also want permission to book passengers on their Glasgow - Liverpool service for onwardtravel to London. On May 31 San Francisco and Oakland Helicopter Airlines, Inc.inaugurated regular services with two Sikorsky S-62 (General Electric CT-58) amphibious helicopters linking the San Francisco and Oaklandairports with downtown heliports in both cities. Thirty daily flights are scheduled up to June 15, when frequency will be doubled. Flightsto Berkeley, Palo Alto, San Jose and Sacramento will be added in the near future. A third S-62 is on option and an S-61L will be purchasedwhen traffic calls for the bigger 28-seat vehicle. On June 1 Mr Basil Smallpeice, managing director o; !0ATopened the corporation's first sales shop in France, at 91 i, Elysees, Paris. "m^ Slick Airways, which has two CL-44D4s on order for d. en-September and October, is considering the purchase of two v'f'n delivery in March and May 1962. Or Swissair will introduce its two leased Convair 880-Ms on ; fa tservices in September, replacing them at the beginning of 196" jiv, «, delayed Convair 990s. " ne By January 1964 all US civil aircraft of more than 12,50011 •-nust hequipped with DME when operating IFR. The FAA have r - >d thpall jets must have DME by July 1, 1962; all turboprops by J,-jn uar",1963; all pressurized piston-engined aircraft by July 1, 1963 -ind'aii' the others by January 1, 1964. ' a" Trans Caribbean Airways, which operates DC-4 and DC-6 p.:ssen«erand freight services between New York and San Juan, has si;med. the contract for the DC-8 it has reportedly had on order. The aircraft willbe a turbofan DC-8-50, and an option has been placed on a second aircraft. Delivery of the first will be in October or November and thesecond in the spring of 1962. BOAC, BWIA and Bahamas Airways filed a motion to the CAB!on June 1 declaring that the Board lacked authority to approve or dis- approve foreign airline schedules. These airlines said that the Boardsproposed move to rule on the capacity and frequency of foreign sched- ules serving the US was outside the Board's authority and inconsistentwith the Bermuda Agreement. The world's scheduled airlines are estimated to have made a I960operating profit of about S50m (£18m), according to the annual report of the Council to the ICAO Assembly. (We hope shortly to review thisdocument, which is obtainable from H.M. Stationery Office at 8s 6d. or from ICAO HQ in Montreal at SI.25.) Fuller information nowavailable for 1959 suggests that the profit in that year was a record S105m (£37.5m). Channel Air Bridge have applied for vehicle-ferry services to Basleand Geneva, offering what they say will be the prospect of the '"fastest services to motorists travelling to southern Germany, Switzerland andnorthern Italy." So far, the Channel Air Bridge vehicle services to Lyons and Strasbourg have not started, though they have been agreed:by the British Government. The necessary foreign approval has "been i withheld for more than a year. j The Ministry of Aviation's new Telecommunications EngineerincEstablishment was due to be opened on June 6 by Mr Geoffrey Rippon, Parliamentary Secretary to the Ministry. This establishment is respon-sible for field installation work of Ministry-operated civil aviation tele- communications equipment, and the manufacture, overhaul, testingand repair of telecommunications systems and ancillary equipment. In this field it also undertakes investigations, trials, surveys, design andother engineering work. ANGLO-FRENCH CO-OPERATION (continued from page 783) being they were doing the job with the Shackleton. We hoped that a project already adopted by the French, Germans and Dutch would be fully considered by the British. We also have an agreement with Grumman, but this would in no way pre- clude the British entering the agreement and manufacturing the aircraft. There is also the STOL problem. You have VTOL fighters; we have a STOL freighter. We might possibly get together there. In fact, it is not a matter of projects but of the will. M. HEREIL: There is this problem of the supersonic transport. You British want a trans-oceanic, we want a trans-continental machine, but we are both thinking of the same speed—Mach 2.2. There are thus many problems which we have in common, and we can save very much time and money if we share the knowledge and the expense of the necessary tests. Two differ- ent machines would result from our different requirements, but if we worked together each would be cheaper and come along faster. Then there is the question of engines. You will want six for your aircraft, and we shall want four; but why shouldn't they be the same? Is this the subject of your talks with Sir George Edwards? We are going to discuss the Caravelle Junior and the Vickers One-eleven. It would seem that they are coming on to our grass and it would be better to think in terms of something different. It would be a serious mistake to compete in the same market, and probably with Americans as well. But it is said that the Caravelle Junior is cancelled? That is not so; it is my baby. The designs are there, the engines are ordered, and I could not justify its cancellation to my national shareholders simply because some other firm was making a similar machine. Would it be feasible to have a sort of package deal, covering this smaller aircraft and the supersonic transport? I see what you mean, but I have explained the position with regard to the supersonic aircraft. But that position would still leave Britain making a super- sonic machine which would be competing with the US in the same Western market. Would it not be possible to have an agreement about future equipment in Europe? It is an interesting idea, but maybe we must be content to talk about the Caravelle Junior. You will have noticed that the President of ICAO said that "Individual undertakings [in supersonic aircraft] should not be permitted"; do you accept that view? The USA will make a supersonic aircraft and so, undoubted- ly, will the Russians; why should France and Britain be kept out? When one talks in England about the prospects of inter- national co-operation one usually hears the question "Who will be the leader?" or, "You can only have one boss"; what is your view on this real problem? M. ZIEGLER: Maybe this is the real reason why there has been no collaboration so far. But you cannot be leaders in even- thing. We now have great experience in France with collabora- tion between different firms and different countries, and we da not think it is so great a difficulty. M. HEREIL: The field is not so narrow—there are many p jects. Dassault has leadership with the Mirage III and Mirage IV and VTO. and we have leadership with the Carsi- velle and the Super Caravelle. In some things you lead In France we are used to co-operation. 1 have an interest in military machines, but I know that Dassault hus m°re experience with missiles, and they can fly supersonic-ally Wr two hours; but we have the Caravelle and know mu'h more about after-sales and servicing for civil machines— and ue shall get genuine co-operation between us. What has bi.:un done by us in planning in France can be extended to the international field. And if you like we can say, "who pays most lea i.. m° .„ We have learned how to solve this problem. What you na done in concentration in Britain is excellent, but muybe >° must still learn about collaboration.
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