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Aviation History
1963
1963 - 1256.PDF
••• 84 FLIGHT International, 18 July 1%. AIR COMMERCE . . . ft* «**» In the spring of 1966 Schiphol Airport's new terminal building is due to be completed. On the right in this picture of the model is the passenger building and on the left the tower, air traffic control centre and office buildings. Total cost of the work, which is now under way, is estimated to be £4.2m BONANZA'S BID FOR DC-9s LAST March, by a three-to-two majority, the Civil Aeronautics Board refused Bonanza Air Lines' application for permission to buy three BAC One-Elevens on the grounds that it did not agree with the airline's traffic estimates. At the time it was widely sug gested that the CAB had discriminated against the British aircraft, but a spokesman for the Board is on record as saying that such a jet is not economic for a small airline like Bonanza, and the same decision would have been made if an American-manufactured air craft had been involved. However, on July 11 Bonanza began a fresh bid for jet equipment, announcing that it had placed an order for three Douglas DC-9s. Under the terms of the Government-guaranteed loan which Bonan za obtained for the purchase of its fleet of F-27s, the CAB is required to give its approval for all equipment purchases. Whether in fact the airline has new evidence remains to be seen. Although the DC-9 carries virtually the same number of passen gers as the One-Eleven, its first price is some 10 per cent higher even after import duty has been paid on the British aircraft. It seems unlikely, therefore, that in their new application Bonanza will be able to argue lower operating costs. The stand is almost bound to be on the airline's improving financial position and a later date for introducing jet equipment. Last year Bonanza's traffic rose 33 per cent over 1961 to the point where its 12 Friendships and 600 staff are handling about half a million passengers. PAA'S HELICOPTER INTEREST PAN AMERICAN'S new building in Manhattan has given the airline more than an indirect interest in helicopters, and the news this week is that PAA have bought two Vertol 107s to lease to New York Airways. The deal, subject to official approval, provides for a helicopter link between the PanAm building and the airline's terminal at Idlewild. 600DBYE "AIRLIFT" THE July issue of Airlift, the American monthly air transport magazine edited by Mr Wayne Parrish and published by American Aviation Publications Inc, is to be the last. As from August the magazine will be incorporated into a new monthly publication, American Aviation, which is to cover other aviation fields, including military. This was the title of the general aeronautical fortnightly which gave way to the then new Airlijt in 1959. AIR TRANSPORT RULES THE WAVES DISCOUNTING the Channel Islands as part of Great Britain, and in the hope that the islanders will not mind this statistical infringement of their sovereignty, historians will note that it was the year 1962 when more people travelled to and from British shores in aeroplanes than they did in ships. Obviously 1962 was an historic year in the history of this maritime nation (as was forecast in Flight International for September 6, 1962). Including the Channel Islands, more people travelled to and from the British Isles by air than by sea in 1960. Here is the trend over the past three years, as published by the Board of Trade:— Passenger Movements to and from the UK By sea By air 1962 1961 7,223,000 7,063,000 7.675,000 7.016.000 I960 6,826,000 5.944.000 Source: Board of Trade Journal, May 31, 1963. Flight references: September 6. 1962, page 388; May 27, 1962, page 768; August 26 I960, page 309. It will be seen that in 1962 sea traffic went up, though only by 2 per cent compared with the 9 per cent increase in air traffic, CARLISLE ACCIDENT REPORT THE Ministry of Aviation's report* on the accident to the BKS DC-3 which crashed into high ground during a VDF approach to Carlisle (Crosby) on October 17, 1961, concludes that there is insufficient evidence to determine the exact cause. The aircraft was making a positioning flight from Yeadon to Crosby with three pilots and a hostess on board, all of whom were killed. After being directed overhead Crosby by the aid of the airfield VHF D/F facility, the aircraft started the VDF approach to land procedure in conditions of low cloud, rain, and a wind of 40-50kt from 280 - 290°. Observers on the airfield briefly saw the aircraft through a gap in the clouds as it passed over at an estimated height of 4,000ft. and the DC-3 captain also reported passing over the airfield "visual. The aircraft was seen heading in the correct direction for the VDF procedure, which is to fly a track of 290° down to 1,50"'" (QNH) before making a left turn on to a track of 095° back to the airfield. On a request from the captain, the Crosby controller passed a QDM of 110°, followed by the request to call at 1,500ft. This was acknowledged by the captain who demanded a further QDM- This was given as 140°, and immediately followed by "doubtful wrong bearing, wrong bearing, transmit again." After repeated calling, no further communication was established with the air craft. This, and all evidence of the R/T conversation, is according to the handwritten log of the Crosby controller, who was also operating the D/F equipment. Neither from investigation of the wreckage at 1,700ft on Crogl"1 Fell just over 8 n.m. south-east of the airfield, nor from the evidence of a number of witnesses who heard the aircraft, were the investig3" tors able conclusively to plot the course of the aircraft after the * C.A.P. 191. Ministry of Aviation. HMSO, London. Price 3s.
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