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Aviation History
1961
1961 - 1419.PDF
FLIGHT, 28 September 1961 523 1961 ACCIDENT RECORD (See note on opposite page, col. 2) Date Jan 2 Jan 3 Jan 18 Jan 19 Jan 22 Jan 24 Feb 3 Feb 6 Feb 15 March 10 March 28 April 4 April 20 April 20 May 10 May 12 May 24 May 30 June 12 June 18 June 30 July II July II July 17 July 21 Aug 6 Aug9 Sept 1 Sept 5 Sept 10 Sept 13 Sept 17 r>ept 18 >ept 23 Carrier CSA Finnair Aeronaves de Mexico Sabena Capitol Airways Garuda Indonesian Garuda Indonesian UAT Sabena LAV CSA LAN (Chile) Papuan Air Transport Ethiopian Air France LACSA (Costa Rica) TAA VIASA KLM CDL (Hamburg) Transconti- nental United CSA Aerolineas Argentinas Alaska Airlines Malev Cunard Eagle TWA Ethiopian Air Lines President Airlines Air France Northwest Transair (UN charter) THY Aircraft 11-14 DC-3 DC-8 C-46 DC-3 DC-3 Max Holste Broussard 707-329 DC-3 1 1-18 DC-3 Piaggio P. 166 Bell 47J L.I649A Starliner DC-3 DC-4 DC-8 (on lease from KLM) Electra DC-4 C-46 DC-8 11-18 DC-6 DC-6C DC-3 Viking Constella-tion DC-3 DC-6B Caravelle Electra DC-6B Friendship Location Ruzyne Vasa Idlewild Kasenga Brookshire, Texas Mount Burangrang Between Surabaja and Balikpapan Grenoble Near Melsbroek Near Car- ache, Vene- zuela Near Nuremberg In the Andes Between Popondetta & Pt Moresby 175 miles n.w. of Addi Ababa Over the Sahara Mounc Arenal Near Brisbane Between Lisbon and the Azores Cairo Kano Buenos Aires Denver Casablanca 150m west of Buenos A. Shemya Is Budapest Stavanger Chicago Near Addis Ababa River Shannon Rabat, Morocco Chicago Ndola Ankara Fatalities Pass. Crew 5 22 — 1 — 16 21 — 61 12 t 52 t 20 — 2 69 — — 48 17 — 21 16 (p lorr driv 73 t 60 — 30 tc 36 78 to 4 83 to 72 31 5 3 4 1 2 5 5 1 1 1 nal >tal 4 1 1 9 2 2 14 2 1 2 lus 1er) Dtal 7 6 tal 3 tal I tal 6 5 II 5 24 ' 4 Circum- stances Hit HT wires on take-off Pilot error Crashed on take-off in snowstorm Unknown Port engine caught fire; wing came of Flew into mountain Unknown Unknown Crashed on finals Flew into mountain Explosion in mid-air Missing; icing presumed cause Unknown Unknown Mid-air disintegration Flew into mountain Unknown Unknown Hit hill on approach Crashed on approach Crashed on landing Crashed after landing Hit HT wires on approach Struck by lightning Crashed on approach Sight-seeing flight Hit mountain 21 miles n.e. of airport Crashed shortly after take-off Unknown Crashed shortly after take-off Hit hill on approach Crashed shortly after take-off Crashed 7y miles from airport On approach THE FIRST APPEAL A LTHOUGH the first appeal, frcm Falcon Airways, against ant\ Air Transport Licensing Board decision has now been through the mill, the machinery has yet to be put to its real test.This will be when an appeals commissioner recommends to the Minister—as one day is bound to happen—that he dismiss a BOACor BEA appeal against a major licence granted by the Board to an independent. The Minister must have had little difficulty in accepting SirLeonard Stone's recommendation, qualified though it was (see later), to dismiss the Falcon appeal. This appeal was against theBoard's decision to refuse the independent's application for a licence to operate inclusive tours to Tangier, and to limit therequired period of a licence for ITs to Malaga. Falcon's application had been opposed by BEA and Gibraltar Airways. Sir Leonard Stone's report runs to nearly seven pages of foolscap,and comprises an introduction, a summary of the proceedings at the hearing before the Board, his recommendations, and threeobservations "of a more general character." The grounds of Falcon's appeal are given in an introduction, these grounds being(I) that the Board wrongly exercised its discretion in allowing Gibraltar Airways to be heard as objectors, and (2) that the Boardfailed to take into account the evidence of the need and demand for the service, that it should not have been satisfied that BEA's servicesare adequate, and that it was influenced by inaccurate evidence. The commissioner's report admonishes both a Falcon witnessand a BEA witness for "reprehensible" evidence at the hearing. Mr Peter Sinclair of the travel agent Flightways produced a bogusletter in support of Falcon's application before the Board, and the report recounts the story of this letter. The commissionerwas "not impressed" with Mr Sinclair as a witness. Mr Cedric Jones of BEA is said in the report to have given an "untrue" answerto a question put to him in cross-examination: and his evidence is described as "just as reprehensible as Mr Sinclair's attempt tomislead the Board." BEA's advocate may not have expressed himself very well at one point; but to say that his evidence was as"reprehensible"' as that of Mr Sinclair's bogus letter is going too far. The actual recommendation as to the disposal of the appeal is putin the form of alternatives. The commissioner recommends that, if it is legal for BEA to combine a cabotage fare (London -Gibraltar)with a 1ATA fare (Gibraltar-Tangier) and to sell tickets for both at the same time in London to passengers flying to Tangier, theappeal be dismissed. If, on the other hand, it is not lawful for BEA so to operate, then the appeal should be allowed. The Minister doesnot accept the view that it is necessary to decide whether the BEA practice is legal or not, and orders that the appeal be dismissed. In his general comments the commissioner considers it "abso-lutely essential" that witnesses should "treat the Board frankly and honestly." He also desires that nothing in his report should be takenas a criticism of the Board, which on the information before it was, he says, entitled to come to the conclusions it did. Sir Leonard Stone's report is a thorough piece of work, althoughsome of its readers might wish that it were better written and punctuated. One passage is particularly difficult to follow: "Atthe hearing of this Appeal the appellant and the Objectors each called two additional witnesses, and Mr Marking, for the Objectorsconsenting Mr Peter F. Sinclair was recalled, all this evidence was relevant." Well written or not, it is a contribution to the case lawwhich will influence future applications, objections and Board decisions, and is therefore a piece of British air transport history. Seen here at Southend before the open nose of the Aviation Traders Carvair prototype is a vehicle on the so-called "Car-go" platform. This platform lifts the car up towards the waiting aircraft
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