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Aviation History
1962
1962 - 1175.PDF
LIGHT International, 19 July 1962 NAUGHTY AIRLINES - S eminent overseas airline executive said in London last week hat he had never in all his experience—which goes back many years ^known such undercutting of IATA fares. It was, he said, going on literally everywhere. Asked whether he could name the offending airlines, he said: "No, but I can tell you who they are not—BOAC, Qantas, Air-India, Pan American and TWA." Sir Matthew Slattery, chairman of BOAC, has been quite out spoken. He said in Hong Kong the other day: "I am perturbed when I attend 1ATA meetings at which chief executives of some of our competitors solemnly promise to uphold fare structure agree ments and then go home and authorize their staff to offer induce ments to passengers." The offering of discounts to passengers and extra commission to agents was, he said, "harming civil aviation and the whole travel industry"; and he hoped that the airlines concerned would "go bust in the process." The 1ATA a.g.m. in Dublin in September could well be quite a lively meeting. COOL WORDS FROM ICELAND AIRLINES do not usually find it in their interests publicly to criticize foreign governments, on whose goodwill depend their traffic rights. Thus the chairman of Loftleidir Icelandic Airlines, Mr Kristjan Gudlaugsson, must have weighed carefully the follow ing words in his annual report: "Briefly it can be said that in the future we have no need to fear any reduction in our present flights to the United States. The British thought they could drive us off the market by so restricting our flights to Great Britain that it would be unprofitable to operate that route. Experience has proved otherwise." Loftleidir must be one of the few to have made money on Atlan tic routes last year—a profit of about Kr7m on revenues of some K.r295m. A dividend of 15 per cent was recommended. The air line's four 85-seat DC-6Bs and a DC-4 leased from Braathens made about 376 return flights across the Atlantic, carrying 52,366 passen gers, nearly 27 per cent more than in the previous year—at lower- than-lATA fares. Loftleidir's existence as the one and only non-lATA transatlantic carrier has always depended on the goodwill of the USA. This country," says Mr Kristjan Gudlaugsson, "is and always has been the torchbearer of individual freedom and initiative, thereby raising world civilization to greater heights than has been done by any other nation." Noting that the US Government has asked for the current air transport agreement between the countries to be The second BOAC Vickers VCIO, G-ARVB (foreground), has now joined BOAC's first aircraft G-ARVA in the flight hangar at Weybridge. Along side this hangor a second one is being built 150ft longer to accommodate o further four VCIOs in final assembly 85 reconsidered, the chairman says that at the forthcoming talks, to be held in September, "we shall meet full understanding and goodwill." AEROLINEAS ARGENTINAS RE-EQUIPS AFTER a whole decade in which the DC-6 and Convair 240 were its most modern equipment to deploy on some highly competitive international and domestic routes, Aerolineas Argentinas has in recent years been able to compete on a more equal footing with Comets and now with Avro 748s and Caravelles. Avro 748 services began on February 15 on the Buenos Aires-Punta del Esterouteand 748s. of which four have now been delivered, are taking over many of the domestic routes in northern Argentina formerly operated by DC-4s and Convair 240s, besides operating to Asuncion in Paraguay. Introduction of the 748 has enabled the Sandringham flying-boats to be retired from service: these have operated from Buenos Aires up the River Parana to Asuncion and from Buenos Aires to Montevideo for nearly 17 years in the service of Aerolineas Argentinas and its predecessor. Cia Argentina de Aeronavegacion Dodero, a subsidiary of the Dodero shipping company. Aerolineas several times wanted to stop its flying-boat services because they were uneconomic but the Sandringhams were, it seems, too popu lar with users of the services—not least because of their ability to land in the heart of a riverside town instead of at an airport a long way out of town. The five Sandringhams are now being offered for sale and Aerolineas is to close down the Buenos Aires Hidropuerto flying-boat base. This will effect the Uruguayan carrier CAUSA which has for many years operated Sandringhams into Buenos Aires and which introduced Curtiss C-46s last year to replace them. CAUSA still operated ten flying-boats a week between Montevideo and Buenos Aires, but the retirement of its Sandringhams cannot be long delayed. This short over-water route, incidentally, would appear to be a very good prospect for air cushion vehicle operation. Aerolineas Caravelles began operating between Buenos Aires and Santiago on April I, as well as between Buenos Aires and the well-known skiing resort of San Carlos de Bariloche. Caravelles will not be used on routes to New York or Europe at present, and Aerolineas regards the type as a DC-6 replacement rather than as a Comet replacement. BREAKTHROUGH LITERATURE SOMEBODY once said that if all the literature on an air cargo breakthrough were flown by air, this would achieve the break through. This rather cynical comment should not, however, diminish the usefulness of three new contributions to the air cargo man's library. Two originated from Canadair and the third from Whitworth Gloster. Cargo Aircraft Role in New Zealand's Overseas Trade Under standable fears in New Zealand that exports of agricultural pro ducts to Britain will be severely limited by her joining the European Economic Community have given fresh emphasis to thoughts of a home-based, long-range air cargo fleet to provide the necessary flexibility when seeking new markets. This report, prepared by Business Economic Research Ltd of Wellington from basic study work by the Sales Research Depart ment of Canadair, demonstrates how a small fleet of all-cargo aircraft—in this case three CL-44DAs—could make a net £1.5m per annum contribution to New Zealand's balance of payments posi tion. This, it is claimed, would be achieved by eliminating exports in overseas-owned ships, and by providing completely new export possibilities just as refrigeration ships did for the meat and dairy industries. At the same time it is claimed that earnings would exceed running costs within twelve months. Business and Economic Research Ltd, PO Box 1702, Wellington, New Zealand. United States Air Cargo Industry and the Future On behalf of Canadair and the Flying Tiger Line, the Universities of Washington and California have made in a series of eleven articles an extremely detailed analysis of the marketing problems in every major United States industry. The potential air cargo share of its distribution and the effect on marketing management policy are also given close study. Director of Public Relations, Canadair Ltd, PO Box 6087, Mont real, Canada.
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