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Aviation History
1961
1961 - 1101.PDF
FLIGHT, 10 August 1961 203 press, BOAC published the grounds of their appeal against thisdecision.) About the North Atlantic, the report draws attention to thefact that BOAC's competitive position suffers from the corpora- tion's inability, for a variety of reasons, to offer through servicesfrom North America into the main gateways of the Continent such as Paris, Rome and Frankfurt. But there is the encouraging state-ment that "the southern routes had a very successful year," and a reminder of two other simple facts: (1) BOAC is the third largestinternational air freight carrier in the world, and (2) the second largest carrier of international air mail. It is also estimated that the corporation's engineering costslOid/c.t.m. in 1957-58, and now just over 6d, will be down to 5Jd in 1961-62—which BOAC believes "compares favourably withthe best of our competitors." These words were written before the wildcat engineering strike. There is an informative table devoted to engine overhaul lives,in which it is predicted that the 707 Conway engine will be up to 2,400hr in 1962 and that the Comet's Avon will be up to 3,5OOhrin the same year—which will surely be a record for any turbojet. There is a section devoted to the corporation's "partnership"(i.e., pooling) arrangements, but there is no new information, merely the statement that BOAC is the "pivotal figure" in the poolingarrangements with Commonwealth airlines. Finally, there is the remarkable fact that BOAC's charter opera-tions in 1960-61 earned £4.7m compared with £1.8m in the pre- vious year—three-quarters of the business being done in the Atlanticand Caribbean. This new business was, BOAC says, won "almost entirely from foreign operators." At his news conference Sir Matthew Slattery had something tosay, in answer to questions, about the supersonic airliner. "I don't want a supersonic transport at all," said Sir Matthew. "Itis not going to bring lower fares or generate new traffic. I think it is going to be an infernal nuisance. I would like to see the airlinesagree not to have one. I think [the Americans feel the same, but they are worried about what the Russians are doing." However,if BOAC was to remain competitive it would have to have a super- sonic airliner. He thought the go-ahead about the British projectwould have to be given "in the next two or three months." He thought that 1969-70 could see a British Mach 2 aircraft in service"if we went ahead now." He did not think that Mach 3, which the Americans were doing, would be available before 1973-74. Of the independents Sir Matthew said: "Lest you should thinkthat the independents are poor little people who must not be bullied by the great big corporations, it is as well to remember thatthey perform 24 per cent of the total UK transport effort." Of the enormous increase in BOAC's charter work, he thought it "seemedto be the best thing to do with our surplus DC-7Cs," for which there was no ready re-sale market. Of the ATLB, he thought that theBoard "had misdirected itself and is not paying attention to the matters to which it was required to pay attention by the Act."Of fares, he said: "We would need only a slight increase in fares to make us into a highly profitable organization." Of the special-ist freighter, he thought it was "still some five years off"; the DC-7Fs "are jolly nearly making money" but the 707s have afreight capacity of seven tons—"which is a lot to be filled up." These "air-to-airs" of the An-24 (above) and An-IOA (below) provide refreshing new angles on these types, hitherto familiar mainly from pictures taken on the ground. The Russians are not noted for their air-to-air photography, so "Flight's" photographer took these pictures of the beautiful models displayed at the recent Soviet exhibition in London BREVITIES Financial assistance given by the Government to the development ofManchester airport in the past ten years amounts to £1.5m. We regret to record the death of Mr G. C. James, airport managerfor BOAC at Malton, Toronto, in a car accident. For the record, July 25 was the day on which the CL-44 enteredregular airline service. Seaboard World Airlines opened a scheduled transatlantic cargo service with CL-44D4s from Frankfurt to NewYork. The Clark Equipment Co of Buchanan, Michigan, will manufactureand market under licence from Douglas a new system, known as "Glide-Aire," of handling materials by floating them on air, using aprinciple similar to that of "ground effect" vehicles. A two-volume report exceeding 400 pages, entitled "Airport Trans-portation—A Study of Transportation Means Between Airports and the Metropolitan Areas They Serve," has been prepared by HumanSciences Research, Inc, under contract to the FAA Aviation Research and Development Service. The Convair 990 will be certificated for a landing weight of 202,0001b,an increase of 22,0001b. Maximum take-off weight of the domestic 990 is increased by 5,0001b to 244,2001b, bringing the take-off weight upto that of the intercontinental 990. Maximum landing weight of the Convair 880 has been increased to 137,0001b, and maximum take-offweight of the 880 Model 22M has been increased to 192,7001b. Northwest are reported to be considering the purchase of a seventhBoeing 720B and the lease of two others from Boeing. Mr Thorneycroft has expressed his support for the proposed use of thewestern part of Blackbushe as a private aerodrome for club and private owner use. All military and non-scheduled flights to and through the Sudan havehad to be cancelled until further notice unless aircraft have sufficient fuel to transit the Sudan without taking on fuel except at PortSudan. Proposals have been received from Rolls-Royce and Bristol Siddeleyfor a supersonic airliner engine, and are under consideration by the Ministry of Aviation, revealed Mr Thorneycroft in answer to a Parlia-mentary question recently. An Italian Parliamentary Committee has been set up to enquire intoaffairs at Fiumicino airport and its report was to have been presented by now. The date is to be extended to December 31 due to the unexpectedvolume of documents and to allow a more detailed examination of them. The issue is announced of the following sections of British StandardB.S.3224 for lighting fittings for civil land aerodromes: Section D2, Omni-directional elevated runway-lighting fittings; Section D6,High-intensity elevated runway-threshold lighting fittings and Sec- tion D7, Omni-directional elevated runway-threshold lighting fittings.
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