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Aviation History
1962
1962 - 0775.PDF
773 PLIGHT International, /- May 1962 This Finnair DC-3 at Ivalo in Finnish Lapland has just arrived from Rovaniemi and Kemi with connecting Convair passengers from Helsinki. In the background is A/S Varangfly's Cessna 180, which operates the Ivalo-Kirkenes route direct to the top administration if he was dissatisfied with any aspect of Aeroflot services. Failing that a letter published in the Soviet press would always, he said, produce results. The widespread introduction of helicopters for city centre services was complicated by noise problems and the general prohibition of flight over Soviet cities. Mr Smirnov was understandably vague about the total fleet of Aeroflot and hinted that they would not be behind the West in introducing a supersonic transport. He looked forward to an increasing number of Aeroflot services to Western capitals including New York and said that he thought his Govern ment would be prepared to consider Western air services transitting the Eastern USSR provided that there were reciprocal rights for Aeroflot. Mr Smirnov handled the meeting in English and (after showing a film In Our Sky) on a question and answer basis. How many of our airline or Ministry officials could tackle a similar session in Moscow ? GLASGOW IN THE SPRING? FARES may be cheaper on BEA's proposed no-reservations services between Glasgow and London, but it is unlikely that a seat will be guaranteed, at least to begin with. These are two points now being studied in detail by BEA, according to the corporation's Scottish manager, Mr Robert McKean. His remarks are so far the only public reference to BEA's "no-reservations" plans made since the statement by the chairman, Lord Douglas, in Finland recently that BEA are planning to introduce walk on services to Scotland in the autumn, and possibly to Paris in the spring. There appear to be some reservations in BEA about these no- reservations dates: some people close to the corporation feel that Glasgow in the autumn may turn out to be Glasgow in the spring, and for the Paris date to go back accordingly, following experi ence with the Glasgow experiment. At their Mayfair headquarters on the evening of May 3, the Guild of Air Pilots and Air Navigators created three new Liverymen. These were Lord Douglas of Kirtleside, GCB, MC, DFC, chairman of BEA, Sir Miles Thomas (left), and Wg Cdr L. C. Glover, RAF (centre). The ceremony was conducted by the Master, Capt J. T. Percy, supported by the Wardens and Assistants of the Guild Mr McKean is reported to have said that in some aspects the services will be similar to those introduced by Eastern Air Lines, whereby passengers just arrive at the airport, take a boarding pass from a machine, leave their baggage at a loading gate, walk to on the aircraft, and collect their baggage at the destination from a self-claim counter. Fares are collected on board the aircraft. Mr McKean says: "I cannot see us guaranteeing seats at present. It is quite possible that 300 people might turn up for one flight and this would require two aircraft standing by with crews, which would be most uneconomic." CHANNEL AIRWAYS TRAGEDY ON May 6 Channel Airways (East Anglian) suffered their first fatal accident since the company was formed in 1946. As briefly reported last week, DC-3 G-AGZB flew into St Boniface Down. 780ft, the highest point on the Isle of Wight. The crew of two and eight passengers were killed and six more passengers and the stewar dess (who died in hospital) were injured. The aircraft was on a sche duled flight from Jersey and Guernsey to Portsmouth and Southend and there was fog at the time of the accident. The seven survivors were rescued, with great gallantry, by Mr E. Price, farmhand, who ran into the blazing wreckage. The pilot, Capt P. M. Diesbach, radioed that he was descending from 3,000ft to 1,000ft just before the crash. Mr A. Pascoe, a director of Channel Airways, is reported to have said: "The aircraft was not in difficulties. What I cannot understand is why the pilot decided to descend from 3,000 to 1,000ft." According to a pas senger's evidence, power was applied to the engines just before the crash and then suddenly reduced, suggesting that the pilot saw the ground and opened the throttles, then realizing he was not going to clear it, reduced power. The accident became the seventh in five years involving a British independent aircraft flying into high ground, as listed in the table. It was also the sixth fatal accident to a British independent in nine months (Cunard Eagle, Stavanger, August 9; Derby, Pyrenees, October 7; BKS, Penrith, October 17; Silver City, Guernsey, November 1; Caledonian, Douala, March 4) in which 174 passengers have been killed. Date 27. 2.58 23. 4.59 19. 8.59 9. 8.61 7.10.61 17.10.61 6. 5.62 Aircraft Type Bristol 170 Tudor DC-3 Viking DC-3 DC-3 DC-3 Operator Silver City Air Charter Transair Cunard Eagle Derby BKS Channel Airways Fatalities Pass. 35 — 29 36 31 — 8 Crew — 12 3 3 3 4 3 Location Winter Hill Turkey NE of Barcelona 21 miles NE of Stavanger Canigou 9 miles E of Pen rich isle of Wight Circumstances Hit high grcund en route Hit mountain en route Hit mountain en route Hit mountain in approach phase Hit mountain en route Hit high ground on approach Hit high ground on approach
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