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Aviation History
1963
1963 - 0229.PDF
fllGHT International, 14 February 1963 219 rHE NO 1 INTERNATIONAL ROUTE ^ DIVERTING game might be played with the two-volume survey if North Atlantic travel recently completed by the ITA*—think of question, and see if it cannot provide the answer. The list is likely i be quite short. The study is by Jean Mercier, Mile Anne de Gramont and Roland \rnouit of the ITA. Printed in English and French, it was produced it the request of various international organizations, e.g., the European Tourist Commission and the International Hotel Asso- iation. It is essentially a work of reference, aimed at providing a jasis for studies and research. The index of the principal subjects ;overed itself runs to three pages and includes—at random—trends air v. sea traffic (see graph on this page); airline traffic shares; ravel and spending habits of American tourists; shipping fleets; European immigration into the USA; hotel capacities and occu- jancy factors, etc, etc. So useful is this work that it might seem a little ungracious to tomment on its flaws. But, for example, the history of traffic jrowth since 1948, scheduled and charter, could usefully have been depicted carrier by carrier, to show how the number of participat- ng operators has increased, and how their shares have been redis tributed over the years. This information is provided for 1961 and 1960, but this is too short a period to indicate trends in this most nteresting of subjects. Something seems to have gone wrong with the vertical scale in the graph showing the overall growth of sche duled traffic compared with charter traffic, on page I-1.6b. Accord- ng to this graph more than 20m passengers flew across the Atlan- ic last year, plus 2£m charter passengers. The growth has been >ood—disconcertingly so in the charter field—but perhaps not hat good. Of particular interest is a table, never before published anywhere, showing the traffic carried by the various shipping companies. (Tie study emphasizes that the data are very approximate, since the .hipping companies "are loath to give figures." At the top of the ist is Cunard with 180,000 passengers in 1961 compared with 260,000 passengers in 1957—a startling fall in traffic, coupled with a ail in the share of the market. The next shipping line, Italia, have ield their own at 100,000 passengers; Holland Amerika have actually increased traffic from 70,000 to 85,000; and US Lines have decreased from 100,000 to 80,000. One of the unhappiest graphs in the report is one which shows he fall in the airlines' load factor over the last decade, first-class and economy-class; and hardly less comfortable to look at is the graph showing eastbound and westbound traffic peaks in, respec tively, June and August of each year. The North Atlantic airlines certainly appear to have a lot of problems; but there is little doubt that this new ITA study will help them to plan things a little better. 2300 2,600 2,400 —-2200 O O2JD00 C AUSTRALIAN JETS DOUGLAS have cabled Ansett-ANA an urgent request for letters of intent for the Model 2086—or DC-9—by late February to en able a technical team to visit Australia next month. It is believed that this follows pressure by American Airlines on Douglas to make a decision about the 2086, as an alternative to the Pratt & Whitney powered BAC One-Eleven for which AA are contemplating an order. Both airlines are however understood to have replied in the nega tive, though Ansett remain extremely interested in the DC-9 and —like TAA—they are keen on the idea of the one type of engine (JT8D) in both jets. Anything up to 28 twin-jets of the BAC One-Eleven type could be ordered by Ansett and TAA together, depending on whether the airlines decide to order a third Boeing 727 each. Price of the 727s (two each) ordered by the two airlines is now said to be some $5m each less spares, more than was originally 'hought likely, due to modifications required by the Australian Department ef Civil Aviation. For example, the cost of two addi tional escape hatches in each aircraft will be $51,000 each, the price of carrying more than the 107 passenger limit specified by the DCA. In a letter to the airlines dated December 19 the DCA stated that it regarded rearward-facing seats in the 727s as mandatory, the posi tion now being that the airlines must install them this way unless they can convince the DCA otherwise. The contract for the 727s was signed on February 1 and delivery * North Atlantic Travel, Institut du Transport Aerien, 4 Rue de Solferino, par„ 7e. ; 1,800 I 1,600 5 1,400 H^ 1,200 800 600 400 200 / f s 50^0. ^. TOTAL/ St • ^" ! 31-9°/" - r" »I-0U S Alfc/ L/J_ /^•^h"^ ^ '616% ""'**- 71-4% 1 I 1948 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 This comparison of the relative growth of North Atlantic seo'and air traffic comes from the new ITA study of the route, reviewed on this page will be in September and October 1964, with services to begin early in 1965—a compromise between Ansett's wish to start opera tions in July 1965 and TAA at Christmas 1964. Varig's 707 Repeat-order The Brazilian airline Varig has ordered an additional Boeing 707-420 to replace the aircraft lost last year. This will restore the fleet to two and in addition an option on a further aircraft has been placed. Aer Lingus Carvair to Cherbourg As expected, Aer Lingus are to operate Carvair car ferry services from Dublin to Cherbourg. Scheduled to start on June 20, they will be in addition to the other car ferry services from Dublin to Liverpool and Bristol, and from Cork to Bristol, due to start in May. Middle East Jet Doubts Iraqi Airways' order for two Boeing 720Bs is reported to be in the balance, due to financial difficulties, though the company is believed now to be in the market for Comets or Caravelles. MEA's order for two Caravelle 6Ns, signed in June 1962, is also now in doubt. This order was dependent on negotia tions between MEA and'Air Liban on a merger, talks which so far appear to have been unsuccessful. BEA Viscount Mishap A BEA Viscount en route from Amster dam to London on February 5 had to make an emergency descent from 10,000ft to 3,000ft as a result of a sudden pressurization failure. There were no ill effects on any of the 18 passengers or crew, com manded by Capt G. Duffee, on board. On landing it was found that a rear freight hold door had become detached. Two bags were missing and are presumed lost. An inquiry is in progress. Derby Airways and Mercury Mercury Airlines of Manchester have been appointed general sales agents for the Manchester area and handling agents at the airport for Derby Airways. Announc ing this, Wg Cdr H. A. Roxburgh speaks of the close co-operation that has existed and will continue to exist between the two airlines in the operation of certain Derby scheduled services. JAL And All Nippon to Merge? According to Interavia the Japanese Government has been urging JAL to merge its internal services with those of All Nippon, or to conclude a pooling agree ment to avoid uneconomic competition. A decision by All Nippon on future jet orders to meet JAL Convair 880 competition on Tokyo - Sapporo and Tokyo - Fukuoka is not now expected before April or early May. Under consideration are the 727, Trident, Caravelle 10A and BAC One-Eleven. More For The Herald Book? Unconfirmed reports state that the Uruguayan airline PLUNA is contemplating the purchase of two Herald 200s. It is reported that Handley Page are discussing with Arkia, whose order for two Heralds is still under negotiation, the possibility of taking two of the Israeli airline's DC-3s in part- exchange, and that Globe Air have also been discussing with Hand- ley Page the question of whether the manufacturer is willing to take two of the Swiss operator's four Ambassadors in part-ex change for the three Heralds which it has on order.
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