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Aviation History
1963
1963 - 0659.PDF
FLIGHT International, 2 May 1963 631 TRIDENT IFs FOR BEA ON April 23 Mr Anthony Milward, managing director of British European Airways, announced that the corporation's option for additional Tridents would be taken up. His words were:— "There is no doubt that we will take up our option on Tridents during the next few weeks. 1 am sure this aircraft will be a winner for BEA, comparable with the original Viscount 701. The number of extra aircraft we shall have will be around the 12 for which we placed an option when the original contract was signed, and we will probably ask for a further option. The new aircraft will be of a lengthened version accommodating from 100 to 110 tourist passengers." There is no doubt that the type Mr Milward has in mind is the Trident IF, which has not previously been ordered. A full descrip tion of the Trident will appear in next week's issue. INTERNATIONAL INTERCHANGE OF AIRCRAFT AT the third meeting a few weeks ago of the Royal Aeronautical Society Air Law Group, two acknowledged experts laid bare some of the main problems associated with a fairly new subject—the international interchange of aircraft, crew and operators—in which the aircraft, crew and operators might all have different nationalities. Mr Arnold Kean (one of the Ministry of Aviation's lawyers) said that the Minister took an interest in the work of the group, which provided a forum for unofficial discussion by scientists, lawyers and other interested parties on current and practical legal topics. "Interchange" was the American term denoting a bare hull charter or demise or "dry lease" of an aircraft to the operator— for which there were few parallels in other forms of transport. The principal problems related to the control of safety and licensing when the aircraft and operator were of different nationalities. The Chicago Convention provided that aircraft may only be registered in one State and they had the nationality of that State, which was then responsible for airworthiness and crew licensing. Hence a British aircraft hired to a Ruritanian operator required the Ruritanian crew to possess either British licences or British-validated licences, and in appropriate circumstances a British air operator's certificate and air service licence would be required. But the British authority had no means for the enforcement of British rules in Ruritania. Despite the apparent uniformity conveyed by the Chicago Convention, there were immense practical difficulties facing the enforcement of British rules for Ruritanians and vice versa. Other problems arose in connection with the investigation of accidents, where the State in which the accident occurs had the right to carry out the investigation and the State of Registry had the right to appoint an observer, and neither of these States need involve the State of nationality of the operator and crew. Most of The first of three Sikorsky S-6IN helicopters ordered by Pakistan International Airlines flying over the wooded landscape of Connecticut. Following FAA certification it will be shipped to Pakistan in August ready to begin operations over the swampy region of East Pakistan in October. An article on page 492 of "Flight International" dated April II examined the anticipated economics of this operation Official Douglas general arrangement drawing of the DC-9 HAWKER SIDDELEY SHARE THE DC-9 WHEN Douglas announced their decision to go ahead with the DC-9 without any firm airline orders it was revealed that they had negotiated a unique cost sharing agreement with major sub contractors in the US and Canada. First details of one of these contracts came in a joint statement by Douglas and de Havilland Aircraft of Canada, a member of the Hawker Siddeley group, who have signed a S65m agreement to share the development and production of the rear fuselage, empennage, and a major portion of the wing. Work is due to begin at de Havilland's Malton factory in July and the first components will be delivered to Long Beach in August 1964 for final assembly leading up to a first flight in spring 1965. It is interesting to speculate on this decision by the Hawker Siddeley Group to enter the short range jet airliner market after deciding about two years ago to drop the Avro 761 project—a similar aircraft to the One-Eleven—presumably on the grounds that it would overlap the Trident's market. HSA obviously still firmly believe in the short range jet market and no doubt hope to reap a bigger share of the business by spreading their investment. Although no airline order has yet been announced, such pro duction agreements as the tie-up with de Havilland are bound to convince the many interested customers such as American Airlines, Delta, and Trans-Canada Air Lines of Douglas's intention to go ahead. From now on, competition for sales between BAC and Douglas will be intense; and no doubt because of the fairly significant price difference (reported to be $3.1m for the DC-9 compared with $2.5m for the BAC One-Eleven), Douglas are placing great emphasis on the importance of the all-round greater size, weight and speed and the shorter take-off distance of the DC-9 compared with the One-Eleven.
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