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Aviation History
1963
1963 - 1760.PDF
UT International, 3 October 1963 567 / .7 icon Airlines have developed a new cargo handling system in preparation for the introduction of Boeing 707-320Cs in December. Called the o-Loader" it is the subject of a note on this page, which provides the key references to the drawing o much discussion and controversy in ICAO and between ber States for many years. Now, after five sessions by ICAO's [ on Origin and Destination Statistics (the first one met in treal in October 1959) the final report has been completed. e of the reasons why the systematic dissemination of O and D tics has been so controversial is because, to put it bluntly, it how up and give a measure to the amount of other countries' ; carried by some airlines. In particular, it may show the t to which many airlines depend on American-originating ngers. The statistics could, the "have not" airlines might fear, sed as bargaining counters to their disadvantage whenever abject of traffic rights is discussed. e ICAO document lists the possible uses to which O and D tics may be put, and soothingly places at the end of the list importance from the traffic rights point of view. Items (k), d (m) on page 15, which sets »ut the uses (abuses ?) of O and D tics in the negotiation of bilateral agreements and—perhaps lappy day—a multilateral agreement, are the real raison d'etre is study. 10 and D has other uses; and there can be no abuses of the ibution it can make to (as listed) the planning of services and iules; developing sales programmes; developing aircraft n criteria to meet the needs of particular travel markets; irt planning; airways planning; investment analysis; traffic asting; data on tourism, traffic and migration; and on gen- economic activity in the world. S "ASTRO-LOADER" 3UCAN AIRLINES will use a completely new mechanized nd handling system, which they call the "Astro-Loader," at irline's principal cargo terminals throughout the USA. Under lopment by the airline for nearly five years, the new system w in prototype form at the John Bean division of FMC Corp, Jose, Calif. Units will be delivered to American's terminals to Francisco, Boston and Chicago by mid-October, to Detroit New York by early November and to Los Angeles by mid- ember. The Chicago and New York terminals eventually will iuipped with two units each. (e new loading system was designed to American's specifications MCs John Bean division at San Jose. Its three major corn- Ms are a loading assembly, transfer elevator, and two-level "8 unit, Tne equipment is operated by one man from terminal reran door, using a combination of electrical and hydraulic le drawing illustrates the operation of the system: (1) Regular containerized cargo arrives at the cargo terminal dock and is ^ on pallets which sit on rollerized dollies. The dollies are a inside the terminal; (2) A transfer lift moves down its track, 10 nmg itself in front of the rollerized dollies and automatically s the cargo from dolly to transfer lift; (3) Transfer lift back- ^ to a position outside the terminal, in front of one of the 8 units and automatically moves cargo into one level of the staging unit. Each terminal will have several of the units, each capable of holding 10,0001b on its lower level and the same capacity on its upper level; (4) On arrival of the aircraft, the transfer lift removes cargo from the staging units and moves to a position in front of the loading platform. It then elevates to a position even with the lip of the loading assembly. The loading assembly is also equipped with rollers similar to those on dollies and transfer elevator. Cargo moves automatically on the loading assembly to the door; (5) At the door, handlers move cargo into the aircraft, positioning each pallet-load according to weight distribution. The aircraft is also equipped with rollers; (6) Late shipments are moved from terminal dock to a dolly, to transfer lift and then up to the loading assembly from which it is moved directly on to the aircraft; (7) Additional staging units can be installed as and when desired. American have consistently ranked as the leader in US domestic airfreight and were first to operate DC-3, DC-4 and DC-7F all-cargo aircraft. At present American operate 14 DC-7Fs. Last year American earned about 10 per cent of their gross revenues from air cargo (about £16m). Cargo ton-miles, which have been growing at a steady rate, rose approximately 20 per cent in 1962 compared with 1961. NORTHWEST'S BEST FEW airlines could get away with the heavily hyperbolical style that has been adopted by Northwest Airlines in its latest annual report for 1962. However, so good are this airline's results that it seems mean to complain about a little deserved self-congratulation. Most important, 1962 saw a reversal of a two year setback in traffic growth resulting from the engineers' strike which affected Northwest's services in both 1960 and 1961. Not only did traffic and revenues rise last year to record levels but net earnings also rose to a record $7Jm. Precise analysis of these results is not possible because of inade quate reporting of operating and traffic statistics. However, in broad terms it appears that this doubling of profit was due to a small increase in fares (average passenger revenue rate rose from 6.3 to 6.4 cents per passenger mile) and a big reduction in unit costs (to the commendably low level of 24 cents per c.t.m.). Together these trends resulted in the break-even load factor being cut down to 45.5 per cent. This satisfying operating result was accompanied by similar improvements on the blance sheet with long-term debt being reduced by $16m, and internal cash resources building up sufficiently fast to finance without further outside assistance an additional four Boeing 720s placed into service last year and five Boeing 707-35IBs which are currently being delivered. Arrival of these—351Bs should further improve Northwest's finances, for not only do these aircraft enjoy remarkable range and economy but their mixed configuration (112 passengers plus a DC-7C/F load of freight) seems perfectly suited to allow Northwest to participate fully in the Pacific air travel boom.
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