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Aviation History
1963
1963 - 1333.PDF
fllGWT international, 1 August 1963 157 gOAC-CUMARD £1.6 MILLION LOSS IF a member of the British public were to ask BOAC-Cunard for a copy of their financial results he would be politely told that such information cannot be made available—for "competitive reasons," probably. If, however, he were to fly BOAC-Cunard to Wash ington he could obtain this information from the offices of the Civil Aeronautics Board. The time may well have come for the Air Transport Licensing Board, or at any rate the BOAC-Cunard department responsible for dealing with the CAB, to make sure that the British public has at least as much access as the American public to such facts and figures. BOAC-Cunard's financial results for the period July 1, 1962, to March 31, 1963—i.e., from the time BOAC-Cunard was formed —were recently submitted as evidence to the CAB, are tabulated below. It will be seen that a profit of £220,000 was budgeted for, but that this turned out to be a loss of £1,630,000—not because costs shot up (they were held very close to budget), but because revenue load factors tumbled four points short of even the modest 45.9 per cent planned for. By far the biggest revenue shortfall occurred on Boeing 707 services to the eastern USA, followed by a heavy loss on Britannia 312 services to eastern USA. But some routes made more profit than had been estimated; Boeings and Britannias on the New York - Bermuda run made a profit bigger than budgeted, and so did the services between Florida and the Bahamas. For the first time, load factor is given for the freight carried in the passenger holds of BOAC's Boeing 707s. The figure is 25.9 per cent. This, coupled with the very much lower-than-expected DC-7F load factor (48 compared with 77.4), raises serious doubts as to whether BOAC's North Atlantic freight capacity has yet been sold hard enough to justify the employment of CL-44s. Perhaps one day facts and figures about British air transport as interesting as these will be automatically published so that every body concerned with the industry may be better informed about what is going on. BOAC-CUNARD RESULTS (£ X 1,000), NINE MONTHS ENDED MARCH 31, 1963 Services UK- USA (East) B.3J2 707 UK - USA (Mid West) UK-Hami AJK • Jamaica 707 Skycoach... UK - Centra] America B.3I2 Skycoach UK - South America (West) USA- Bermuda B.3I2 707 USA-Bahamas USA - Jamaica direct via Bahamas Miami - Nassau Bermuda shuttles North Atlantic DC-7F « Regular Contracts 3OAC.707 B.3I2 B.3I2 DC-7C -unard Eagle 707 Viscount Cumulative Total Revenue Budget 2.832 6,853 1.381 953 1,637 215 1,260 119 2,875 463 151 375 898 424 31 92 570 1,410 15,993 5,256 5,256 570 21,819 597 123 720 22,539 Actual 2.226 5.663 1,305 833 1,707 204 1,421 130 2,881 589 215 423 • 813 414 126 112 345 1,453 14,950 4,890 4,890 345 20,185 437 238 675 20.860 Cost Budget 2,856 6,344 2,432 1,048 1.480 285 1,260 135 2,755 379 93 232 722 373 31 118 409 1,367 15,689 5,535 5,535 409 21,633 537 149 686 22.319 Actual 2,844 6,393 2,403 1,058 1.506 285 1,286 135 2,769 389 87 240 725 386 125 172 400 1,287 15,697 5.549 5,549 400 21,646 547 297 844 22,490 Profit Budget -24 509 -1,051 -95 157 -70 — -16 120 84 58 143 176 51 — -26 161 43 304 -279 -279 161 186 60 -26 34 220 or loss Actual -618 -730 - 1,098 -225 201 -81 135 -5 112 200 128 183 88 28 1 -60 -55 166 -747 -659 -659 -55 -1,461 -110 -59 -169 - 1,630 Load factors* 54.3 47.5 48.6 44.4 45.5 41.3 46.2 40.4 57.3 58.3 51.8 51.3 57.7 60.5 53.4 60.9 50.8 49.0 38.4 55.5 46.7 75.2 56.9 56..7 63.0 51.5 58.7 55.8 45.5 61.6 54.4 70.6 50.6 48.4 97.9 82.5 33.1 25.9 27.5 23.7 32.7 16.6 23.4 26.8 5.9 35.7 34.0 46.2 5.6 25.2 22.8 25.4 31.0 34.8 6.9 7.0 5.0 5.6 25.2 33.0 18.9 13.5 10.0 10.0 4.4 16.2 77.4 48.0 36.3 30.8 58.9 43.4 39.8 41.5 45.6 47.1 50.7 47.3 41.7 36.6 32.6 37.2 54.4 46.1 42.1 49.5 77.4 45.9 * Load factor columns, from left to right, are: passenger LF bud passenger LF achieved; dead LF budgeted, dead LF achieved all LF budgeted, overall LF achieved. Source: Civil Aeronautics Board 49.8 37.1 34.8 33.0 47.7 46 1 53.8 52.3 40.4 51.6 51.5 37.7 47.9 42.6 58.3 67.3 48.0 41.7 geted. over- J lev/ test bed for Rolls-Royce Avons and >pevs has been completed at the London [feothrow engineering base of BEA. Signed in conjunction with the cor- toation's Project and Development "inch, it was manufactured and installed y Hflenon & Froude Ltd of Worcester. •iiminating lengthy rigging processes— ty duplicating the engine mountings and ,tu'ngs, and by use of self-locating quick- Ktion connections and automatically eating pjpes—allows engines to be "ongerj in 30min. This will enable the !* bed to handle all BEA's Comet and f/dent engines. The plant—seen here with '» Avon 525B ready for rest—comprises 1 completely soundproofed cell with in- 'Wt calibrating equipment, electric ™*n) and air (Spey) starting, a Cullum 'etuner and a control room. Total cost '« £160,000
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