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Aviation History
1962
1962 - 0111.PDF
AGHT International, 18 January 1962 BEA and Europe's Air Traffic From Lord Douglas of Kirtleside, GCB, MC, DFC SIR,—You have been very generous in the amount of space which you have devoted to reporting my British Common wealth Lecture and complimentary in many of your com ments. Perhaps, therefore, I ought not to begrudge the one critical comment—"Lord Douglas in the Looking-glass"— which appeared in your issue of January 4. But this article by "J.N.E.", whoever he may be, was so perverse that I cannot let it pass without comment. The article suggests that BEA's image as I see it is very different from the one seen by outside observers. This may be so. But it certainly is not demonstrated by the specious arguments put forward to disparage some of my lecture's conclusions. First, a table of traffic figures is presented to disprove that "Europe is a specially ebullient air transport market" (J.N.E.'s words). These figures show that, from 1947 to 1960, world air traffic increased 5.8 times, European traffic increased 8.3 times and BEA traffic increased 15 times. 1 fail to see how these figures contradict my contention that intra-European traffic "has been growing at a faster rate than the world average" and that BEA*s traffic "has increased even more rapidly than the European average." On the question of fares, the writer seems unable to make up his mind whether he is criticizing BEA for setting them too high or too low. But J.N.E. has no doubt that "the probable cause of Europe's present troubles is the adoption of too many promotional, creative and ITX fares... at too low a rate." This remarkable assertion is put forward without a scrap of supporting evidence, unless one accepts as argu ment the frivolous rhetoric about the perils of imbibing heady mixtures too freely. (One wonders what J.N.E. had been imbibing.) For the record, however, I should like to reaffirm my judgment that BEA's use of differential fares as a major instrument of commercial policy represents a notable achievement in the field of airline management. Moreover, 1 know that this view is widely supported throughout the airline industry. Airlines in many other parts of the world have been looking closely at our European tariff experiments in their search for solutions to their economic problems. Certainly we are currently experiencing our own problems in Europe, but there can be no possible doubt that these troubles would be much more serious without our comprehensive system of promotional fares. And 1 doubt if the travelling public regards these fares as "too low." My point about reducing frequency was not put forward as a long-term answer to waning traffic-growth, but was suggested as a short-term remedy to maintain load factors and thus avoid heavy losses during a period when traffic fails to come up to expectations. Finally, I think that the suggestion that BEA is to blame for the fact that Vickers lost £15 million in building the Vanguard is too ludicrous to require comment. Ruislip, Middx DOUGLAS OF KIRTLESIDE Chairman. British European Airways Private Non-enterprise ? SIR,—"Two large aircraft without work"; "disastrous outcome"; "robbed of North Atlantic Licence." These terms were used by D. G. Pavillard in his letter in the December 7 issue of Flight. 1 cannot agree with Mr Pavillard's point of view, however. Taking the points in order, I blame Cunard Eagle entirely for having two large aircraft now left on their hands. Surely they must have realized the chances of getting the North Atlantic licence granted to them were very slim indeed. One only has to look at the present British Atlantic carrier, BOAC, to see that another carrier over the Atlantic would be plain murder. The British Government has turned down CPA's proposed route Canada - London direct due to the fact that the present carriers are having a rough time, so how on earth did CE expect to get the green light ? Surely the solution was to buy the aircraft after the go-ahead had been given. As for the second point, I think the outcome for Cunard 111 Highland Airways' ST.4 Monospar G-ACEW (see letter in column 2 below from Capt E. E. Fresson) Letters The Editor of "Flight International" is not necessarily in agreement with the views expressed by correspondents in these columns. Names and addresses of writers, not for publication in detail, must in all cases accompany letters. Eagle following the decision of the ATLB is fairly favourable. They are certainly not in as dire a position as many of the other British Independents. New routes have been granted and—who knows ?—if the Atlantic traffic picks up in years to come, perhaps it would be worthwhile CE applying again. Regarding the final item, as previously mentioned, 1 can not see how they have been robbed. 1 think the decision was quite correct insofar as it protects the existing carriers. For Mr H. R. Bamberg, chairman of Cunard Eagle, I feel a certain amount of sympathy, but in the words of the poet, "It's one of those things you have got to live with." London SW6. R. c. WILLIAMSON Monospar Memories SIR,—Regarding Mr Cazalet's letter (December 14 issue) and his reference to Monospar G-ABUZ as possibly being an ST. 10 type, I saw quite a lot of G-ABUZ as it was being tested at the time with two-bladed Fairey metal airscrews. That aircraft was quite a bit earlier than our Monospar G-ACEW, which was an ST.4 type. 1 enclose a photo of G-ABUZ which corresponds with your reproduction, and one of our G-ACEW [reproduced above—Ed], from which you will observe that it is identical to both. I hope Mr Cazalet will not think I am gunning for him as this is the second time we have been at issue over the poor old Monospar. It may be of interest to mention that I first saw Mr Cazalet's name on (I believe) a Westland Widgeon which was undergoing a C of A at Connie Leathart's workshop a, Cramlington in 1933 or thereabouts. That gives Mr Cazalet a chance to pull me up. Inverness, Scotland E. E. FRESSON Red, not Green SIR,—I cannot agree with Humphrey Wynn when he writes of crossing the Irish Sea on Airway Green Two ("The Navy's Airline," December 28, 1961). All flights originating in the Belfast area use Red Three when flying airways to the Wallasey beacon. I think probably the captain of the Sea Heron had flight-planned direct from Sydenham to Lee-on- Solent but because of weather deteriorations en route joined
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