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Aviation History
1962
1962 - 1429.PDF
FLIGHT International, 16 August 1962 225 tion to prohibit these services under Caledonian's E licence; but it evidently thought that BOAC had a point. Whether or not the issue will turn, when the time comes for the ATLB to renew E licences, on the definition of a scheduled service remains to be seen. As we remarked, this definition so eluded the drafters of the Civil Aviation (Licensing) Act that the words "scheduled service" or non-scheduled service" do not appear anywhere in the Act. Thev do, however, still appear in the Air Corporations Act, 1949, Section 24(2). This portion of the Air Corporations Act was not repealed by the 1960 Licensing Act. The curious result is that apart from the definition of a "scheduled journey" which the Air Corpora tions Act contains, the words appear in no other legislation. The 1CAO Council has had a go at defining a scheduled service; this may be found in ICAO document 7278-C/841, 10 June 1952. The key words in the ICAO document are: "Flights so regular or frequent that they constitute a recognizable systematic series." The key words in the UK Air Corporations Act, 1949, are "A series of journeys . . . which amount to a systematic service . . ." Will the Air Transport Licensing Board find itself in some dif ficulty if it proposes to revive the use of the word scheduled ? The Board has powers, under Regulation 12 of the licensing Act, to impose conditions "as to the periods, season or times" of an air service, and "the frequency ... of that service." But the Board appears to have no power to impose limitations expressly in terms of "a scheduled service." It is clear that the Board, the airlines and the public will gain little from any return to a definition which although technically "alive" in the Air Corporations Act has, for all practical purposes, been killed and buried by the Civil Aviation (Licensing) Act, I960. There is the point, however, that the Air Transport Licensing Board is not a court of law adhering rigidly to words in an Act of Parlia ment. It has, as an administrative tribunal, a wide discretion— and it can use this discretion to decide whether or not, in the view of reasonable people, a so-called charter service is "akin to a scheduled service." RIDDLE AIRLINES APPOINTMENTS MR J. H. CAR MICHAEL, formerly head of Capital Airlines and more recently president of Fairchild, has been appointed a director of Riddle Airlines. Another ex-Capital official, Mr James B. Franklin, who left Capital as a vice-president to become a skipper withl United Air Lines, is also appointed a director of Riddle. The aft fuselage and fin of the first Boeing 727 were recently removed from the assembly jig at The Boeing Company's transport division in Renton, Washington. Detail finish work is being done before the section is joined with another major body section. Orders for the 727 stand at 127. United Air Lines and Eastern Air Lines each have ordered 40; American Airlines, 25; Lufthansa, 12; and Trans World Airlines 10. Deliveries will begin late in 1963 Cairo's fine new terminal building will be approached along a new dual- carriageway road from the city, and it is due to be in use some time in autumn. Original plans called for its inauguration in July, but the final touches have taken longer than was anticipated Another well-known name, Mr G. Ted Baker, formerly president and now chairman of National Airlines, has agreed to act as a financial consultant and adviser to Riddle. Remaining on the board are Mr William R. Price, chairman, and Mr Robert M. Hewitt, president and director. Also appointed as a director is Mr A. J. Rome, a Riddle vice-president based in Washington. IRELAND V. EAST ANGLIAN EAST ANGLIAN FLYING SERVICES, the Southend-based independent which flies under the name Channel Airways, has sent a circular letter to more than 1.000 car owners who had made provisional Liverpool - London bookings with the company. They have been disappointed because Channel Airways have not had their Liverpool and Dublin Bristol Freighter service, which was licensed by the ATLB last April, approved by the Irish Govern ment. It was proposed to start the service in June but the Irish authorities insisted that only four supplemental passengers per flight, or a total of 20 per day, would be allowed. This restriction, in view of Channel Airways, would mean that the service would operate at a loss. The ATLB had granted Channel Airways permis sion to carry six passengers per journey, or 30 a day maximum. Channel Airways say they are ready to start the service within 14 days of approval by the Irish authorities in the terms approved by the ATLB. This is the busiest time of the year for car ferry operators; typical of the demand is the fact that 4,500 cars crossed the English Channel on a recent Saturday by sea, plus more than half this number by British United Air Ferries. It is understood that Channel Airways' provisional order for two Aviation Traders Carvairs is not now likely to materialize, presumably because of possible commercial conflict between British United Air Ferries, part of the British United group which manu factures the Carvair, and Channel Airways. BOAC GHANA AIRWAYS POOL TO END IN an official announcement BOAC regret that their pool-partner ship with Ghana Airways will end on November 10. BOAC regard Ghana's recently signed revenue-pool agreement with Alitalia as "incompatible" with the similar BOAC/Ghana Airways agreement. Ghana Airways, who at the moment are BOAC's general sales agents in Ghana, would be required by both BOAC and Alitalia to sell traffic for which both airlines are competing—in particular on Accra - London via Rome. Should Ghana Airways wish, the corporation is "prepared to continue" the maintenance of Ghana's Britannias, and also the training of Ghanaian staff beyond November 10. No mention is made about the arrangement whereby BOAC staff are seconded to Ghana Airways.
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