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Aviation History
1963
1963 - 1609.PDF
HT International, 5 September 1963 K 421 interests of economic operation would best be served, said )empsey, by achieving improvements in the present generation bsonic jets. "The majority of people," he said, "travel dis- s of 300 to 500 miles and over such distances the passenger little time by changing from turboprop to turbojet aircraft. mid make more economic sense if those engaged in developing, tronomical cost, supersonic aircraft to cater for a minority to concentrate on developing a short-haul aircraft at a seat- cost that would open up air transport to the peoples of the d." TUBE OF CENTRAL AFRICAN AIRWAYS— H the dissolution of the Rhodesian Federation now under no policy has yet been formulated for the future of CAA by seceding countries of Nyasaland and Northern Rhodesia. Southern Rhodesian Government, it is believed, wants to see i and the present general organization of civil aviation in the 'ration retained as a common service—in other words, for i to do for Central Africa what EAA is doing for East Africa. Northern Rhodesians seem to favour this idea but they do rant CAA to be centralized and controlled in "white" Salisbury. iCaunda of Northern Rhodesia is reported to want to build n international airport at Lusaka and he has also said that he 5 CAA's services to South Africa abolished. This proposal, h would probably halve CAA's revenues, is probably supported by Dr Banda of Nyasaland. r Max Stuart-Shaw, general manager of CAA, to whom goes redit for the airline's steady climb to its present profitability, who has always pursued a policy of "Africanization," remains tout champion of CAA. He is known to be a firm believer in :ontribution which air transport can bring to the social and omic developments of'the territories concerned, and he has "We fully understand and appreciate the desire of each tory to show its national colours on its own aircraft." But he emphasized that CAA is of the minimum viable size for an ie trying to pay its way in a competitive world. The deciding •r, he feels, may be CAA's £500,000 maintenance base in bury; it would be extremely costly and unrealistic to establish rate bases in Northern Rhodesia and Nyasaland. ^A is negotiating to buy two BAC One-Elevens for internal ces and for operations to Johannesburg and Nairobi. CAA ilways pursued a non-racialist policy and will, says Mr Stuart- i, continue to do so. KD SAA IS BLACKED whole of north-east Africa from Algeria to Ethiopia is now W to flights by South African owned, operated and chartered «t. The easterly route from Southern Africa to Europe was y closed by the action of the Libyan Government on August 20 ™g similar moves by Algeria, Egypt, Ethiopia and Sudan. » action has forced South African Airways to adopt the Sly route via Luanda, Cape Verde and Lisbon for its Johannes- to London service. Apart from the serious effect on South as communications, the need to fly this 1,000-miles longer us w P°0r Stops from the traffic point of view> wiU be a us Mow to SAA's economics. Another factor to be resolved owhin^nbership of thep°o1between BOAC, CAA and EAA. , „ c , °AC is increasing capacity on the route from London v as Salisbury. J| A*D AIR JAMAICA r ^angements have been made for BOAC to form and tment ICan airline' now called Air Jamaica. A five-year i^ V^as entered into on August 27 between the Jamaican with r m tne one hand and> on the other, BOAC in associa- ^*CunardandBWIA. LC ^ j° mention of BOAC's financial commitment. The Terence 1IIUCan Government statements are in general terms; C nor ^ ,made t0 the type of aircraft to be chartered from in» in i- tnere any indication of the extent of BOAC's share- ^•fee'nr m-iCa-*> menti S10naI agreement was originally announced last u°n was made of a BOAC "minority shareholding" in the new Jamaican airline. This is not now referred to. Further enquiries at the time (April 4 issue, page 458) disclosed the fact that BOAC would actually pay royalties to the Jamaican Govern ment in return for the concession to form and operate Air Jamaica, though no information was forthcoming on the size of the pro posed concession fee. It was hoped that this would be forthcoming when final arrangements were made; obviously any new BOAC out lay in associated companies, which have lost £15m to date, deserves close attention. BOAC were last week unable to indicate the nature or extent of the financial arrangements, or the contributions which Cunard and BWIA will be making. There is reason to believe, however, that royalties will be nominal and payable only out of profits, and that BOAC's shareholding is about 30 per cent. The deal has been approved, it is believed, by the Ministry of Aviation. The name of the new company is the same as that of the Air Jamaica formed earlier this year, with American capital, to operate mainly holiday charter flights with two Constellations between the islands and the USA, but which has apparently never come to anything. Chairman of the new company is the financial secretary of the Jamaican Government, the Hon G. Arthur Brown. Directors are: Mr O. H. Goldson, Assistant Under-Secretary, Ministry of Com munications; Mr John Pringle, Director of Tourism; Mr Joseph Issa, an industrialist; Mr Danny Williams, manager of North American Life Insurance; Mr J. Ross Stainton, general manager, western routes, BOAC; Mr J. R. Allison, regional manager, Jamaica and Bahamas, BOAC; Sir Patrick Hobson, chairman, BWIA; and Mr Douglas Judah, legal adviser, BWIA. 727 WORLD TOUR ON August 25 a Boeing 727 began a sales demonstration tour of North America, and later this month is due to leave for Japan for demonstrations in Tokyo. The routeing will take the aircraft via Montreal, the Azores, Rome, Beirut, Karachi, Calcutta, Bangkok and Manila, and after visiting Tokyo, the 727 will go on to Darwin, Sydney and Melbourne. The return flight will be via Singapore, Calcutta, Bombay, Karachi, Baghdad, Khartoum, Nairobi and Johannesburg. It will subsequently be seen in Athens, Rome, Zurich, Paris, Brussels, Amsterdam, Frankfurt, Hamburg and Stockholm. The aircraft is due back home towards the end of October. Flight testing of the 727, 11 of which are now flying, is "on schedule and progressing very well," Boeing reports. Deliveries to United and Eastern are due before the end of the year and it is now expected that the aircraft will be in passenger service before its British competitor. As reported on page 423, the Trident is due to enter service with BEA before March 31, 1964 not before Christmas as had previously been hoped. Lake Central and the Nord 262 A Lake Central team has visited Nord to discuss the 262. The airline has also examined the Potez 840. TCA's Small Jet Choice is expected to be announced next month. Tenders are the Douglas DC-9 and BAC One-Eleven. As already reported (July 25 issue, page 117), the initial order is expected to be for six or seven aircraft. Lufthansa's Boeing Plans It is reported that Lufthansa may sell two of its seven Boeing 720Bs (possibly to PAA) and that the airline will order a third Boeing 707-320B to augment its long-haul fleet. This also includes five Boeing 707-420s. BEA London - Aberdeen In ATLB Licensing Notice No 138 appears an application from BEA for a regular scheduled service, due to start on November 1, between London (Heathrow or Gatwick) and Aberdeen. BEA Appeal The ATLB's award of a C licence to Caledonian Airways for the operation of two London - Palma charter flights has been lodged with the Minister of Aviation by BEA. The appeal will be heard on September 11, starting at 10.30 a.m., at 47 Parliament Street, London SW1. The commissioner appoin ted by the Minister is Sir Charles Key. This is the first appeal against the award of a C licence.
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