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Aviation History
1962
1962 - 1880.PDF
384 FLIGHT International, 6 September J 962 Hawker Siddeley's agents in the USA, Argentine, Canada, Germany, France, Belgium, Sweden, Denmark and the Middle East have been in the UK for an up-to-date briefing on what is described as "the strong potentiality of Argosy sales in the countries they represent." Holding the model is Mr R. £. LeLong, general sales manager ofWhitworth Gloster Aircraft Ltd AIR COM MERCE BOAC No 2 ON THE ATLANTIC IN the first half of 1962 BOAC carried a total of 122,209 passengers between the UK and the USA and Canada. In the same period. Pan Am took, as always, first place with 183,435 passengers and TWA, with whom BOAC have been contesting second position for some four years, carried 112,687 passengers. Thus BOAC con tinued to hold the position convincingly held in 1961. (A graph showing North Atlantic traffic carrier by carrier for the past decade or more appeared on page 235 of Flight International for February 15, 1962.) In the fourth place in the first half of this year came Air France with 86,986 passengers, a figure which is believed to include, unlike those of PanAm, BOAC and TWA, some charter passengers. All figures quoted are those compiled by IATA on a monthly basis and circulated to member airlines. In the latest month for which figures are available—July—BOAC carried 42,649 passengers across the North Atlantic, nearly 17,000 passengers more than the 25,794 carried by Air France. Newspaper reports implying that BOAC have fallen to fourth position on the Atlantic, having been overtaken by Air France, appear to have discounted UK - Canada carryings. THE GUILD ON SAFETY IN a memorandum to the Minister of Aviation on the recent Government white paper on aviation safety (Flight International, April 26, page 641) the Guild of Air Pilots and Air Navigators comment particularly on the subject of accident investigation. The white paper in effect confirmed Government acceptance of the Cairns Committee's recommendations on the regulation and practice of accident investigations; and two points to which the Guild attach great importance are: (1) emphasis on determining the cause of accidents rather than the punitive aspect of accident investigation, which is so prominent in the present regulations; and (2) "review tribunals" to review any part of an accident in vestigation which may be objected to by an interested party. This question of blameworthiness, so inadequately covered in the present regulations [7(5)] was dealt with in the white paper by the proposal to establish such review tribunals. But the Guild notes a passage in the white paper which says: "// is not proposed that a review tribunal should consider matters arising from an enquiry held abroad." The Guild's point here (obviously with Capt Thain in mind) is that such tribunals should be able to review foreign as well as British accident findings. The Guild accepts that it might be politically undesirable to pub lish the report of a British representative on a foreign enquiry. On the other hand it feels that "there appear to remain inadequate safeguards for pilots or other personnel who may consider them selves to have been unjustly blamed in a foreign enquiry." The Guild welcomes the Government's proposal to establish appeal tribunals, to which licence-holders can turn in cases where the Minister proposes to revoke a licence; but it wants this right of appeal to apply in respect of foreign accident enquiries as well. On the subject of accident publicity the Guild agrees with criti cisms that the Ministry's Accident Investigation Branch has not always been allowed to publish its reports independently, and that there has occasionally been "editing" of reports so that interested parties are deprived of much vital information. Another criticism with which the Guild concurs is that statements or evidence from blamed personnel are not published. Other points from the report: (1) the Guild is disappointed that its proposals for improving standards of flying instruction were rejected by the Minister; (2) it would be "highly undesirable" were fees for air navigation services to be levied to the extent that opera tors were in fact discouraged from making full use of such services; (3) the Guild doubts the ethical justification for the recent sharp increases in licence fees, pointing out that the work of the Ministry in this respect is being carried out more and more by the operators. SCOTLAND TO THE SOUTH BY AIR AS from next spring Jersey Airlines, having been granted the neces sary licence by the ATLB, will inaugurate services from Glasgow to Bournemouth. The licence is effective until May 1969 and the fare will be highly competitive with British Railways. The service will start, according to the airline, at an initial fre quency of one or two flights a week, building up during the summer to four. The licence also allows Jersey Airlines to operate to and from Edinburgh and Southampton as well. Jersey Airlines started a service from Glasgow Renfrew to Jersey this year, and it is intended to consolidate the Glasgow area before extending the service to Edinburgh. Calls will not be made at Southampton until runway improvements have been completed there. An application has been made for the use of Viscounts and later One-Elevens on these and other routes. Jersey Airlines are now, of course, a part of British United Airways. The cost of the new flights, from Scotland to the South coast of England will be £5 13s single, increasing to £6 in peak periods. British Railways' second-class single fare via London is £5 4s (with a reduction on the return fare of 25 per cent for travel on Tuesdays, Wednesdays and Thursdays). The air fares on this long-haul domestic route will thus be highly competitive with the rail fares. THE RIO ACCIDENT MORE information is now available about the DC-8 of Panair do Brasil which, with 105 people on board, crashed into Guanabara Bay while taking off from Rio de Janeiro's Galeae Airport at 10.15 p.m. local time on August 20. The aircraft, en route for Lisbon and London, failed to get airborne during the take off run and went off the end of the runway, smashed through the sea wall, and plunged into the fairly deep water of the bay. Passengers and crew climbed out on to the wings and were rescued by launches before the aircraft finally submerged. However. 20 of the people on board lost their lives, including a stewardess. Both the captain and co-pilot are reported safe. An airline official said at the time that one of the aircraft's engines apparently failed and that two engine pods became detached before the aircraft had reached the sea wall. This crash is the seventh to result in the total loss of a DC-S. and the fourth to occur during the take-off or landing run. The London insurance market will suffer fairly heavily since it i understood that 55 per cent of the $5|m hull insurance was placed through the London market as a re-insurance of a Brazilian pool.
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