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Aviation History
1964
1964 - 0612.PDF
H.IGHT International, 5 March 1964 359 construe a statement about the position of BOAC-Cunard into a declaration that a Labour Government would nationalize the inde- pendent airline industry." Sometimes in politics, as in journalism, controlled misinterpre- tation is bait for truth. Mr Lee rose to this bait. He said, by impli- cation, that Labour would not nationalize the independents. Both Mr Lee and Sir Myles scored good points off each other in this interchange. Mr Lee scored with "The thought that Sir Myles occasionally takes a little time off from waving a flag of indepen- dence in order to attempt to negotiate a merger with a nationalized corporation [a reference to the southern routes discussions last autumn between Sir Matthew Slattery and Sir Myles Wyatt] is not without its humorous side." Sir Myles scored with his point about the aircraft industry, and the One-Eleven in particular. It is appropriate to give Sir Myles the last word here, because it is Sir Myles who has to do the job of running a £30m British airline enterprise, which should deserve encouragement. Mr Lee can be sure that if Labour does repeal the 1960 Licensing Act, and take away (or not renew) the independents' scheduled services licences—as he said he would do in an interview with The Guardian—BUA would have use for only one of the 12 new British jets they have on order—as a vehicle for Sir Myles and his staff to flee the country as quickly as possible. J. M. R. BETTER FACILITIES AT PERPIGNAN IMPORTANT improvements have recently been made at, and are planned for, Perpignan Airport in France—a transit point for inclusive-tour flights to the Spanish Costa Brava. Most significant of all the new facilities are the improved radio navigation aids. These should make for much improved safety margins when approaching this airport situated close to the Pyrenees. In addition to the two existing NDBs (recently given revised call signs), from March 1 there will be: a third NDB, half a mile from the threshold of runway 33; VDF let-down facilities; and an ILS localizer aligned with runway 33. Further improvements in hand for completion towards the end of this year consist of: a glide path indicator to supplement the localizer; a VOR to be situated on the most easterly high peak of the Pyrenees—Pic Neoulous, altitude 4,100ft, location 15 n.m. south of Perpignan; re-positioning of the PER NDB so that all three NDBs will be aligned with runway 33. Following rumours that radiations from minerals in Mont Canigou might affect aircraft magnetic instruments, the French Ministry of Civil Aviation have carried out proving flights that did not reveal that any bearings picked up from the NDBs were being distorted, and that in the area good reception of Toulouse VOR was possible at 5,700ft. On the airport itself certain civil engineering work has been done to improve the passenger handling facilities. The coach park has been extended and improved; the passenger building has been extended to provide an additional 10,000 sq ft of floor area; finally, the apron has been further extended to speed-up aircraft tum- rounds. CALEDONIAN'S FOURTH DC-7C CALEDONIAN AIRWAYS DC-7Cs have hitherto all been ac- quired from Sabena (though not because the Scottish airline de- clined to buy from the obviously best source from the point of view of the national interest, namely BOAC's surplus stock of these air- craft). BOAC's aircraft sales policy has until now precluded lease purchase agreements, and this led Caledonian to seek terms else- where. Sabena offered the best deal, including major maintenance. Obviously, as Caledonian were going to get aircraft anyway it seemed better that they should get them from BOAC. Now com- monsense has prevailed and BOAC have agreed to a lease purchase arrangement with Caledonian, who will take delivery shortly of one of BOAC's three remaining surplus passenger DC-7Cs. As already reported, Caledonian's fleet during the coming season H also include two DC-6Bs. EASTERN DC-8 CRASH. IN the early morning of February 25, an Eastern Air Lines DC-8 crashed into Lake Pontchartrain some 7min after taking-off from New Orleans International Airport. The aircraft was on a sche- duled Mexico City to New York service and was bound for Atlanta when the accident happened. All the 51 passengers and crew of seven on board were killed. Reports stated that the aircraft only emitted routine radio trans- missions, suggesting that the cause of the disaster may have deve- loped rapidly. Most of the wreckage lies in deep mud on the bed of the lake. Although light rain was falling as the aircraft took off, visibility was good and there was no wind. It was reported that air traffic control's instructions to take a particular route to avoid bad weather was acknowledged by the DC-8's captain. REVISED PILOT LICENCE PRIVILEGES IN order to conform with international practice, the Ministry of Aviation are to revise the privileges of the Senior Commercial and Airline Transport pilot's licences with effect from August 1,1964. From that date, holders of a Senior Commercial Pilot's Licence will be allowed to fly aircraft up to 45,0001b gross weight instead of 30,0001b as before. For Airline Transport Pilot's Licence holders there will be an upper age limit of 60 for command of aircraft with gross weights in excess of 45,0O0Ib. A pleasing view of the ubiqutious DC-3, here seen in the green and copper colour scheme of the newly formed Zambia Airways—the Northern Rhodesian associate of Central African Airways
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