FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1963
1963 - 1686.PDF
496 FLIGHT International 19 September 1963 General view of the new terminal building and its environs at Honedo, Tokyo International Airport. It can be seen that construction work is still going on even though the £Sm terminal itself is complete. Runway extensions and the building of motorway and monorail links be tween airport and city have to be undertaken between now and the summer of 1964 AIR COM MERCE... THE BRITISH SAFETY RECORD IMPROVEMENTS not only in the British airline safety record but also in the standard of the Ministry of Aviation's annual Survey of Accidents is apparent from the latest edition of this document just published.* The public-transport accident rate in the five-year period ending 1961 was worse than the five-year period ending 1960 in terms of fatal accidents occurring per stage flight, per mile and per hour; but the trend in the five years ending 1962 is for the better in these cases. The following table, taken from the document, shows how over four five-year periods going back to 1955 each measure of scheduled air safety in public transport has improved. A corresponding table for non-scheduled services, which would show a disturbingly different picture, is not included. The non-scheduled record is covered only in respect of the years 1961 and 1962. As the Ministry's statistical records in respect of non-scheduled services improve (they have been woefully lacking in the past) comparable measures of non-scheduled safety will be possible in future years. As we noted in our review of last year's edition of the Survey (September 27, 1962, page 517) the most useful improvement to this document would be the inclusion of moving quinquennial statistics covering both scheduled and non-scheduled operations. Only then will it really be possible to know whether British air transport as a whole is getting safer. Footnote Included in the Survey is some hitherto unpublished information concerning an accident to BOAC Comet 4 G-APDA on a non-public transport operation at London Airport on October 11, 1962. "When power was applied for take-off an explosion occurred in No 3 engine. The take-off was abandoned and No 3 * A Survey of the Accidents to Aircraft of the United Kingdom in the year ended December 31, 1962, C.A.P.193, HM Stationery Office, London, price 4s. engine was shut down. Half a minute later there was a fire warning from No 3 engine and fire drill was carried out, but the warning persisted. Fire appliances arrived quickly and the fire was extin guished, but the engine was extensively damaged and damage also occurred in the secondary structure in No 3 engine bay. It was subsequently established that the fire was the result of a fatigue failure of an 'O'-stage compressor blade." HOT BRAKES— UNTIL the official Swiss investigation is complete it would be im proper to draw any conclusions about the cause of the Caravelle tragedy at Duerrenaesch on September 4. There is, nevertheless, speculation in operations departments throughout the airline world as to whether overheated brakes or tyres may possibly have contri buted to the accident. It is known that the commander, prior to the take-off, had taxied his Caravelle up and down the runway in order to assess visibility, which appeared to be marginally below the Swissair minimum Runway Visual Range of 200 metres, and to disperse the early morning mist with his jets. Total taxying time, according to an official source, was 13min. Parts of the under carriage including pieces of wheel rim, tyre, static discharge support- and also hydraulic fluid, were subsequently found on the runway. Thoughts go back to April 9, 1959, when Comet 4 G-APDF of BOAC (Capt Beauchamp) took off from Beirut 11 minutes afta" a take-off had been abandoned due to engine overspeed. Nine minutes later, at 13,000ft, the inner rear tyre on the starboard mam gear burst, causing damage to the wing structure and affecting con trollability. The captain returned immediately and, with grea skill, made an overweight landing in the course of which four more tyres burst and others were torn. There were no injuries. The inci dent was considered by BOAC to have been caused by overheating of the brakes during the abandoned take-off. Instructions.£|A subsequently been in force, not only in respect of BOAC and D crews but other airlines also, requiring time to be allowed for br Stage flights flown per fatal accident Stage flights flown per accident involving death or serious injur/ Fatal accidents per 10,000 stage flights Aircraft miles flown per fatal accident Aircraft miles flown per accident involving death or serious iniury Fatal accidents per 1.000.000 aircraft miles Hours flown per fatal accident Hours flown per accident involving death or serious injury Fatal accidents per 10,000 hours flown Passenger-miles flown per passenger killed Passenger-miles flown per passenger killed or seriously injured Passengers killed per 100,000,000 passenger miles Passengers carried per passenger killed Passengers carried per passenger killed or seriously injured Passengers killed per 100,000 passengers carried 1961 1962 150,500 60,200 0.07 155,200 155,200 0.06 55,359,500 22,143.800 0.02 57,131,000 57,131,000 0.02 215.600 86,200 0.05 225,472,700 104,871,000 0.44 341,800 159.000 0.29 214,300 214,300 0.05 1955-59 158,300 85,200 0.06 57,207,900 30,804,200 0.02 280,400 151,000 0.07 541,893,400 325,136,100 CIS 856,500 513,900 0.12 98,494,600 80,230,700 1.01 155,200 126,400 0.65 1956-60 238,800 108,500 0.04 87,828,800 39,922,200 0.01 406,500 184,800 0.02 129,794.700 104,214,700 0.77 199,800 160,400 0.50 1957-61 j I'**2 212,500 98,100 0.05 78,639,300 36,295.100 0.01
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
