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Aviation History
1964
1964 - 0797.PDF
Trek Airways ho '•••aimed their popular passenger fights linking South Africa with Europe, and are operating Ions-range Lockheed LI649As, One of the two aircraft was a recent visitor to London Gatwick to uplift the cast of the Tom Arnold Ice Show "Snow White and the Seven Dwarfs' en route for South Africa AIR COMMERCE... NORD 262s FOR LAKE CENTRAL ON March 16 the US local service carrier Lake Central placed an order for eight 262s and asked for an option on 13 more. Deliveries are to start within the year, in March 1965, and the order is worth £3im. This could be a major breakthrough for the 262. DC-9S FOR ANSETT IN the same week that America's largest airline, United, said that it was seriously considering the BAC One-Eleven, Ansett-ANA, Australia's private domestic airline, announced that it had chosen the Douglas DC-9. While US airlines order their aircraft on the basis of technical merit and delivery date, Mr Ansett bases his choice on considerations which, whatever they may be, invariably mean that he buys American. Even before Mr Ansett chose the Boeing 727 in preference to the Trident—a decision which he reached without seeing the British aircraft—it was a fairly safe bet that he would purchase the DC-9 rather than the BAC One-Eleven. The purchase of Boeing 727s made even more remote the possibility that he would buy One- Elevens and the order which he announced on March 17 came as no surprise. But it intensifies speculation about which of the two aircraft his nationalized domestic competitor, TAA, will buy. On past form—the events that led up to the purchase by both airlines of Electras and Boeing 727s—TAA buys what Mr Ansett buys, even though the Airlines Equipment Act prescribes only that the two competitors shall operate "comparable" types of equipment. Last week Sir Giles Chippindall said that TAA was negotiating with both the British Aircraft Corporation and with Douglas, and that it will order the aircraft of its choice for delivery in 1966. Mr Ansett's DC-9 delivery dates are "probably two in 1966 and four more in 1967." He Jhas said that Ansett chose the DC-9 "because it uses the same engines as the Boeing 727." AA was not deterred from the One-Eleven by the fact that it does not have the same engines as the 727. It will be interesting to see whether United likewise prefer the One-Eleven despite the DC-9/727 common-engine advantage. BRITISH EAGLE'S DOMESTIC EXPANSION FOLLOWING the grant of increased frequency licences on its domestic trunk routes to Scotland, British Eagle has announced that it will double its present operations between Glasgow, Edin- burgh and London from May 11. Instead of the present one flight a day to and from each Scottish city, there will now be two. Most of the new flight times will allow businessmen to spend a full day at their destination before boarding their British Eagle Britannia aircraft for the return flight. The present Glasgow service leaves Renfrew Airport for London six days a week at 0730hr and there is a return flight in the evening at 2000hr. On April 1, Renfrew departure time will be switched from O73Ohr to O83Ohr and from May 11 extra Britannia flights will depart from London Airport at O855hr (arr Renfrew 1015hr) and from Renfrew at 1815hr (arr London 1935hr). Current schedules on the Edinburgh - London route will remain operative until May 8 and from May 11 all times will be revised. On five days a week there will then be flights from Turnhouse at 1130hr and 1700hr and from London at O935hr and 1430hr. At the same time the airline has announced that from May 11 its Starways flights from Chester to London will be almost doubled. There will be a new Viscount service from London to Hawarden early morning every Tuesday, Wednesday and Thursday supported by a return flight in the evenings of the same days. The airline's services between Liverpool and London are also being improved and 58 per cent more seats will be offered this summer compared with last. On April 1 a direct Liverpool - London Britannia service will depart from Speke at O745hr and arrive in London at O83Ohr. This will be supported by a Viscount flight 15min later at O8OOhr. Liverpool businessmen having spent a day in London will be able to return to the city on another new Britannia flight leaving London at 1835hr. SAFETY UNIVERSITY "ONE of the greatest strides ICAO has made" is how MEA's operations vice-president Captain G. McGilvray describes the new Civil Aviation Safety Centre which is due to open in Beirut in August or September. Its principal will be Mr Jack Vivian of the UK. This new air university, as Captain McGilvray calls it, is the result of a co-operative effort by ICAO, the UN Special Fund, and the Lebanon. ICAO is responsible for the operation of the centre, the primary objective of which is to "contribute to and attain and maintain a high standard of safety by the provision of courses of instruction, of advice and information to governments and airlines." The centre is the first of its kind. Courses of training, all of an advanced nature and available to employees of all governments and airlines, cover airworthiness; flight operations; personnel licensing; fire, search and rescue; accident investigation; pilot standards; medical and other seminars. It will be manned by 13 instructors recruited by ICAO. Although the Middle East is far from being the most backward region when it comes to the implementation of ICAO's international standards, progress is bedevilled by political and geographical "fragmentation." Thus the new safety centre should prove to be a real rallying point for a united effort in the common cause. As Capt McGilvray says, "it is easy to sit doyvn and write regional plans, but when you get down to the stage of implementation and installation it is then that problems arise." In common with every- body else in Middle East aviation he feels that the ££m being invested by the Lebanese and the ££m by ICAO in the centre will be money well spent. TEAL BACK INTO NOUMEA UNDER pressure from the administration of the New Caledonia territory, which had become virtually isolated from its main neigh- bours when France ended its civil aviation bilateral agreements with Australia and New Zealand at the end of 1963, France has now agreed to allow TEAL a once weekly Electra service from Auckland to Noumea in New Caledonia. France had previously allowed Qantas to reopen a service on which UTA chartered capacity to Noumea from Sydney. Although Noumea once more has connections with the outside world, France has still not yet reopened bilateral negotiations with Australia and New Zealand—and from all accounts there does not seem much prospect of their doing so in the near future. Meanwhile UTA still only has rights for a technical stop at Darwin on its round the world services and both Qantas and TEAL are denied their former rights at Tahiti. The events leading to the deadlock were recorded in the January 9 issue of Flight International.
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