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Aviation History
1963
1963 - 0837.PDF
806 ri^iuni international, u ,/itnc i?uj AIR CO E R C E UP TO DATE WITH THE MIDDLE EAST MIDDLE EAST AIRLINES, as already reported, has a new name, Middle East-Air Liban (MEAL) and a new look. The two Caravelle 6Ns wheeling over Beirut in the familiar cedar markings are both the symbol and part of the price of the merger with Air Liban. The merger is now through after 18 months of involved and sometimes rancorous negotiations. Sheikh Najib Alamuddin, who started talks with Air France and Air Liban soon after the break with BOAC, becomes chairman and president of the new MEAL. Fleet of the company is now four Comet 4Cs, two Caravelle 6Ns, five Viscounts, three DC-6s, two DC-4s, and four DC-3s. It seems likely that the piston-engined types, plus a Caravelle that Air Liban had on lease, will be returned to Air France in settlement of Air Liban's debts. These are reputed to total £L25m, or more than £3m. In the event, Air France has bought up the 494 per cent of Air Liban owned by Lebanese private shareholders, and now takes a 30 per cent interest in MEAL, with MEA holding the rest. Results of the merger will include an expansion of the Middle East routes by some 36 per cent, and the introduction of a new route to Paris. It is hoped ultimately to make this a daily service, and also to step up the thrice-weekly Rome service to once a day. Air Liban's West African services will be taken over and, it is hoped increased. Further ahead are plans for penetrating across the Atlantic to South America, where there is a large emigrant Lebanese population. The Caravelles will start services soon to Athens and the Gulf, but may ultimately take over Rome and Paris as well. All this is perhaps a modest step towards the Pan Arab airline that Sheikh Najib has long advocated, but it unquestionably makes MEAL the major Middle Eastern carrier. Does it also mean ths end of MEA's traditional "buy British" policy? It is no secret that the purchase of the two 6Ns was part of Air France's price for the deal, and there is not much doubt that Britain has thereby lost two One-Eleven sales. But with the deal through, it is still very much on the cards that some One-Elevens may be ordered in the future, and if the expansion in West Africa and South America goes as planned, one or two more Comets may even be bought— though opposition may be expected from Air France. All in all, the MEA history is a classic example of the prestige- versus-profit controversy on which Sir Matthew Slattery is now struggling to get a Government ruling. BOAC played a big part in the MEA build-up, and it is rather saddening they do not now share in this expansion. MEA has paid back about £4m of its debt to BOAC, and expects to clear the lot (reportedly about £10m) within about five years. Much money was inevitably lost, of course, over the MASCO deal. MEA chiefs strenuously deny any responsibility for the misfortune of MASCO, which was eventually sold to MEA at what is cautiously described as a "bargain" price. When one considers the sales of British aircraft, however, and the fact that BOAC is now said to enjoy even more interline traffic from MEA than when jthey part-owned it, the MEA invest ment may not look such a bad deal for Britain. Certainly the French believe it is a good investment. Where Britain is opting out, they are edging in. MASTER PLAN FOR SCOTTISH SERVICES BEA, who are preparing a master plan for improved Scottish air services, have been asked by the Scottish advisory committee for civil aviation to include in it early morning services from Inverness; Shetland flights which arrive in time for mail delivery on the same day; a feeder service from Dundes; and improved services from Aberdeen. This was stated recently by Mr J. N. Toothill, chairman of the advisory committee, after a meeting in Edinburgh at which Scot land's services were reviewed. "We expect to have BEA's plan in our hands in a month," he added, "and we hope our recommenda tions will be included in it. We have had strong representations from people in Shetland about delays to their mail. The aircraft waits at Renfrew for the service from London to arrive before it leaves, and if it is not exactly on time it is too late to catch the post in Shetland." Lord Provost M. McManus, of Dundee, who has been pressing for a feeder service from his city, also attended the meeting. "At the moment," said Mr Toothill, "the Dundee Corporation have provided a 3,000ft grass strip for aircraft and are extending it to 4,500ft. If they get someone to operate a feeder service they are prepared to improve the aerodrome facilities. Lord Provost McManus cannot see why, if the Government are prepared to subsidise BEA's Scilly Isles service with helicopters to the tune of £75,000, they cannot help a city such as Dundee. BEA have told him that it would require a subsidy of around £40,000 a year to operate a feeder service from Dundee." Also discussed at the meeting was the need for improved services from Glasgow and Edinburgh to Manchester and Birmingham. Other points raised by Mr Toothill after the meeting were: Edinburgh Airport: "It will be a long time before it pays for itself and in our opinion it never will until it has another runway capable of taking Vanguards. Cancellations and diversions for all reasons at this airport—whose present runway is badly affected by cross winds—work out at about one flight in 13. In the worst months the figure goes up to one in five. Municipal Airports: "Opinion on the Ministry of Aviation's endeavours to revert Glasgow, Edinburgh and possibly Aberdeen airports to municipal ownership is that it would have been better to consider having an Airports Authority for Scotland to look after them." Abbotsinch Airport: "If Glasgow accepts this airport it might pay them to increase the runway to accommodate transatlantic aircraft. The Lord Provost of Glasgow, Mr Peter Meldrum, was angry last week with the Government's threat to transfer West of Scotland air services to Prestwick if Glasgow did not agree to pay for the conversion of Abbotsinch to replace Renfrew Airport. He pointed out that Abbotsinch was not even within Glasgow's boundary and, added that the airport would be a national service—not one exclusively for Glasgow." Mr Toothill said they had left the question of direct services between Scotland and the Continent to the Scottish Council for Development and Industry. He said their proposals would require at least one extra Dart Herald aircraft for the Highlands and Islands. If BEA said they could not afford it, it was up to them to raise the question of a subsidy. No Reason Good Enough The West German Ministry of Trans port have said that there is no reason to re-open inquiries into the BEA Elizabethan crash at Munich in February, 1958. It was recently reported that an investigation by Flugkapitan Hans-J. Reichel was expected to lead to the re-opening of the inquiry. Rohr on the DC-9 Douglas have announced the third cost-sharing agreement with major sub-contractors for the DC-9. The contract, worth $28.3 million, is with the Rohr Corporation for the design and production of the engine pods and, together with the de Havilland and Garrett (AiResearch) contracts already announced, brings the total value of subcontracts to ?99.1 million. Brief Stop for Adjustments A Cubana Britannia made an emer gency landing at London Heathrow on May 26 when one engine failed during a flight from Madrid to Prague. There were 13 passengers on board, including a second crew, and the immi gration authorities allowed only the captain to disembark in order to engage an airline to effect repairs. BOAC were approached but demanded cash for services rendered. Eventually the aircraft's flight engineer made the repairs, and with the aid of a Cunard Eagle starter truck the aircraft left within 5hr.
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