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Aviation History
1962
1962 - 1426.PDF
222 FLIGHT International. 16 August 1%2 The Douglas DC-8F jet Trader is now in final assembly at the Douglas Aircraft Division, Long Beach. The forward cargo door, measuring 85 by I40in, will facilitate rapid loading with a new palletized cargo handling system. The Jet Trader accommodates up to 95,2821b of freight or 183 passengers and luggage. The aircraft can be converted in two hours to any of 11 different cabin arrangements. Two airlines have purchased five DC-8Fs for delivery next year AIR COMMERCE financial agreement with BOAC next May, operate services within the Middle East and to India and Pakistan; with this new equipment it is intended to expand these services to points in western Europe and North Africa. With regard to Kuwait Airways' relationship with BOAC, the corporation will have no financial stake, directly or indirectly, in these purchases, and the burden of losses and responsibility for technical management (which BOAC have also undertaken since 1958) will end when the agreement ends in May. BRITISH UNITED'S FARO BID AN application by British United for a scheduled service between London Gatwick and Faro was heard recently by the Air Trans port Licensing Board.* Mr Robinson for British United said that they had been "taken aback" by the granting of a London - Lisbon - Faro licence to BEA without a hearing. They had not objected to BEA's application because they could only have done so on the grounds that there would not be room for two British operators on the route, and this they did not believe. British United had, however, thought that their own application had made clear their interest in the route and they had expected to be heard at the same time as BEA. British United felt that there was room for a second British carrier operating a different route. The Portuguese tourist authori ties were keen to co-operate. Mr Robinson produced a letter from the head of the Portuguese tourist department in London as evi dence of the steps being taken to improve tourist facilities in the Algarve. BEA proposed to operate initially via Seville once weekly services with 67-seat Viscounts. Describing the kind of tourist market they intended to cater for, Mr Robinson said they did not anticipate traffic rights difficulties from either the Spanish or Portuguese Governments in view of the importance placed by both on British tourist revenue. British European Airways objected that the BUA service would wastefully duplicate and divert traffic from the service which BEA had been licensed to operate. The corporation intended to operate three services a week in the summer and two a week in the winter during phase one of the runway construction at Faro (due to be completed in July 1963), when take-off limitations imposed by the 1,500 metre runway would limit the load out of Faro to 55 passen gers per Viscount. This would make a refuelling stop at Lisbon necessary. The seat capacity offered by BEA would therefore be about 15,000 one-way per year; and TAP would probably want to provide a similar capacity. There would thus be 30,000 seats avail able before British United came in, which would take up all the hotel accommodation. When phase two of the runway construction *As this page closes for press, the ATLB announces its decision on this case: the application is refused. The Board says it is satisfied that lack of hotel accommodation will limit traffic to Faro for some time; some share must fall to TAP as well as to BEA, and in the circumstances the licensing of British United would result in wasteful duplication of BEA's service. was completed, extending it to 2,300 metres, BEA intended to operate Comets direct from London. BEA had got their application in first, were licensed, and this was "hard luck on BUA." In a rejoinder to BEA Mr Robinson for British United suggested that the case of Faro was similar to that of Malaga; both BEA and British United had been licensed to operate to Malaga and BUA were getting load factors of about 60 per cent already and understood BEA were faring equally well. PRESTWICK'S £2m TERMINAL A CONTRACT worth about £2m for the construction of the new terminal building at Prestwick Airport has been awarded by the Ministry of Aviation to John Laing Construction Ltd. The com pany is expected to start work on the site later this month. Work on this last last phase of the redevelopment of the airport should be completed early in 1964, about six months behind the original estimated time. The Ministry estimate for the work was £1.5m, but tenders were considerably above this figure. Special Treasury sanction had to be obtained for the lowest offer to be accepted. The increased cost means that the redevelopment of Prestwick will amount to about £4m not allowing for the building by private enterprise of an hotel. 26m FOR AMERICA'S AIRPORTS FAA assistance for US airports will amount to more than $74m (£26m) in the financial year 1963. The allocation, the largest on record, involves 419 airports operated by local communities who will match the FAA grants generally on a 50-50 basis. More than 200 of the airports are for general aviation (non-airline) use exclu sively. More than half the S74m allocated will be spent on runways and taxiways, one of the biggest allocations being ?3Jm for the new runway extensions at New York La Guardia. The allocations are listed airport by airport in a recent FAA docu ment, 1962 0-648618. published by the US Government Printing Office, Washington. LESS THAN 4 d A MILE TO DUBLIN A FARE of £4 9s one-way will be introduced by Aer Lingus and BEA on the London - Dublin route from November 1. The rate works out at 3.8d per mile for the 279-mile journey, one of the cheapest international fares available. The new fare is valid on night services leaving Dublin at 11.20 p.m. and leaving London at 9.40 p.m. on weekends and at midnight on weekdays. It has been made possible by taking advantage of the night mail service on the route. Aer Lingus say: "We are making further adjustments in the pattern of the fare structure aimed at enticing passengers away from peak periods to periods at which the pressures are not so great." Existing lowest off-peak fare is £6 Is, so that passengers are given a cut of £1 12s. The fare is still of course some way above the 2d-a-mile BEA domestic winter fare on the London - Glasgow Edinburgh/Belfast services, a fare which was similarly made possible by mail revenues.
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