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Aviation History
1962
1962 - 1174.PDF
84 FLIGHT International, 19 July 1%2 for some weeks now the second Trident G-ARPB (background) has been participating in the flight test pro gramme at Hatfield. The two aircraft have now logged some lOOhr since the first Trident flew on January 9 AIR COMMERCE and also the full texts of four agreements which are representative of the various categories into which the bilaterals broadly fall. It is this kind of detail which makes the book a valuable work of reference. "An understanding of the contents and consequences of bilateral agreements is indispensable in the management of an international airline and the needs of the airline practitioner are well met by the clear way in which this book examines all the intricacies of this subject. A good deal of mystery has been built up around some aspects of bilaterals. •"Substantial national ownership," "change of gauge," "effect of stopovers," "fair and equal opportunity," "predetermination by means of ex post facto review"; these are some of the mystery subjects. They are indeed very involved questions, but, without over simplifying, Dr Bin Cheng sets out quite clearly the main arguments which have entered into the controversies surrounding these issues in the past few years. More over, he writes with an evident appreciation of the practical impor tance of these political and legal controversies. This is one of the attractions of the book, and it is well illustrated by the section which is devoted to inter-airline co-operation. Inter-governmental relationships in international air transport—the relationships which determine not only the legal phraseology of bilateral agree ments, but also how the words of the agreements are actually interpreted—these relationships have become increasingly dependent upon the extent of co-operation between the airlines of the con tracting states. Various co-operative arrangements and pooling agreements which have developed in recent years are now an integral part of the overall system of economic regulation in international air transport. It would, for example, be quite inaccurate to describe the air transport relationship between the UK and Greece b\ reference only to the bilateral agreement between the two countries: the consortium agreement between BEA and Olympic Airways is now an inseparable part of this relationship. Similarly, the relation ship between BOAC and its various associated companies through out the world must also be treated as part of the total regulatory relationship between the UK. and the countries concerned. And, of course, the conclusion of a successful agreement between the airlines which have been negotiating to form Air Union is bound to have far reaching effects upon the inter-governmental air relationships of those countries. It is for reasons of this kind that Dr Bin Cheng rightly devotes quite a large section of his book to describing recent developments in inter-airline co-operation. "Although the book does not specifically deal with the Civil Aviation (Licensing) Act 1960 it does discuss some interesting and topical aspects of this Act in connection with other subjects A chapter on the distinction between scheduled and non-scheduled services, for example, describes the circumstances in which an airline is required to obtain an air operators certificate, an air service licence or the permission of the Minister under Article 68 of the Air Navigation Order, 1960. Does a foreign airline operating a British registered aircraft on a flight outside the UK require an air operator's certificate? Dr Bin Cheng gives the answer to this and similar questions in a little table which admirably summarizes the complex licensing provisions of the Act. "Bearing in mind its price, this is not a book about which the reviewer can end by saying that everyone in the industry ought to buy it. But it is a book which is certain to become a regularK used work of reference by everyone who needs to know about bilateral air agreements." Independent League Table A SELECTION of traffic statistics relating to British independent airlines' activities during the year ending March 31,1962, are shown in the accompanying table. The airlines are arranged in order of site based on the total scheduled and non-scheduled capacity operated during the year. Not surprisingly, British United Airways are by far the largest operator. When combined with the other airlines in the BUA group, as marked * in the table (Jersey Airlines, Channel Air Bridge, Morton Air Services and Silver City), this company accounts for 57 per cent of the total independent airlines' capacity. Also on scheduled international services British United per formed the most passenger-miles, followed by Cunard Eagle. First and second largest domestic operators, BKS and Jersey Air lines, achieved the high load factor of 66 per cent and 68.7 per cent on UK services. Amongst the leading independent airlines (and BEA) relatively high load factors are a notable feature of domestic routes; these figures tend to lend weight to the frequently-voiced complaints of difficulty in obtaining reservations. Ministry statistics for independent non-scheduled services are limited to the capacity short ton-miles performed in the year. Operator British United * Cunard Eagle Skyways Silver City * Channel Air Bridge * BKS Dan-Air Tradair Jersey Airlines * Air Safarisf East Anglian Derby Cambrian Starways Pegasust Morton * Total scheduled and non- scheduled ct.m. (000s) 117.330 49,763 27,690 22.670 9,480 8,715 7.945 6,816 5,928 4,852 3,967 3,819 2,746 1,881 716 631 l.t.m. (000s) l«»l f»ctgr (per cent) 13.411/51.8 3,610/58.1 2,120/62.7 11,972/72.3 5,177/63.4 4,488/61.6 470/46.2 441/85.5 3,102/56.6 129/49.6 1,411/53.1 1,190/66.2 1.605/61.8 1,075/57.1 58/46.1 142/66.0 Scheduled Passenger- miles (000s) load factor (per cent) Inter national 87,940/47.7 36.358/59.5 22.553/64.8 25,451/51.1 12,107/45.6 11,375/51.1 390/29.0 5,056/90.0 7,285/60.9 870/52.5 2,980/30.2 4,812/63.9 5.349/57.6 533/83.8 — 481/60.1 Domestic 811/60.6 391/62.0 — 18,047/60.6 — 37.004/66.0 4,864/47.5 — 24,433/68.7 463/46.5 10,498/64.3 8,966/70.2 12,710/71.7 11,627/63.4 627/46.0 1,109/68.7 Non- scheduled c.t.m. (000s) 91,432 43,547 24,310 6,122 1,309 1,428 6,927 6,300 445 4,592 1,308 2.023 151 — 591 416 Source: MoA. * British United Group- t Subsequently ceased operations.
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