FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1964
1964 - 1529.PDF
842 AIR COMMERCE . . . FUCHT International, 21 May 1964 A THIRD AIRPORT FOR PARIS ALMOST simultaneously with the decision to develop Stansted as a third airport for London, a French Government committee on which the various Ministries concerned were represented decided, on January 13 this year, to authorize the Paris Airport Authority to develop a new airport to replace Le Bourget. But whereas Stansted is already in existence as a civil airport and is used by big jets for diversions and crew training, the site of the third Paris airport, adjacent to the small village of Roissy-en-France, a few miles north-east of Le Bourget, is at present virgin farm land. To quote the official booklet, "The implantation of an airport covering about 7,500 acres is possible with the elimination of the buildings of only one farm"—and this a mere 14 miles as the crow flies from the centre of Paris. Since Paris-Nord, as it will be known, will be built from scratch a prompt decision to go ahead was necessary. Land required for the airport will be acquired this summer, and during 1965 and 1966. Work may start towards the end of 1966, the initial phase being the construction of an east-west runway and the provision of the necessary facilities for handling a relatively small amount of traffic, in readiness to receive the first SST towards the end of 1970. Air traffic control difficulties are foreseen as a result of the co-existence of Le Bourget and Paris-Nord, but the former is expected to close towards 1975. There will be two parallel east-west runways, about 13,500ft long and capable of extension if required; the distance between these two has not yet been definitely decided but will most probably be 8,000ft. A third runway in the same direction is envisaged to increase the number of movements, while two runways running from north-west to south-east will be provided. The estimated expenditure needed to handle about 7m passengers a year is 900m francs (£66m). TAA's FLEET FIFTEEN different species of aircraft are now operated by Trans- Australia Airlines. The first-line fleet, as depicted in the photo- graph, is made up of Electras, Friendships and Viscounts, the latter being broken down as follows: three V.816s, four V.720s (two leased to Ansett-ANA) and nine V.756s. In addition there are three DC-6Bs, including two leased from ANA; three DC-4s, including one aircraft just acquired but not yet in service; 18 DC-3s (ten in New Guinea); two DHC Otters, both in New Guinea; and one DHA Drover. The New Guinea fleet, in addition to the ten DC-3s mentioned above, including two Bristol Freighters, two Cessna 182s, one Cessna 185, one Piper Aztec, one Beech Queen Air on lease plus two on order, and one PBY5A Catalina. TAA also have two Hiller H.12E helicopters and one Bell 47J2. As discussed in these pages for April 23, pages 637-8, TAA are shopping for new short-range jet equipment, the choice being be- tween the BAC One-Eleven and the DC-9. The inclination for the TRAVEL TO NON -1 AT A COUNTRIES VIA NON -1 AT A CARRIERS THROUGH NON -1 AT A AGENTS On April 29 this advertisement appeared on the front page of the Karachi newspaper "Dawn". Soon, no doubt, non-IATA will be protesting at lATA's encroachment into their business past six months has been towards the BAC One-Eleven; although there is less to choose between the two in terms of delivery date, price of the DC-9 is considerably greater. TAA's first-line Electra replacement will of course be the Boeing 727, an order for a third having been confirmed this month by the Australian Government. BEA'S CARGO POLICY IN a recent issue of BEA's flying staff journal Intercom, the corporation's flight operations director, Capt J. W. C. James, writes an especially informative article about BEA's cargo planning and policy:— "Cargo is in the air—literally—and more and more of it is being carried by air—profitably. Its future as a vital and ever-growing part of the air transport business is clearly assured, and that goes for BEA as much as for any other airline. Because of this we have decided to increase our Argosy freighter fleet from three to five aircraft. However, instead of just adding two more freighters to our existing fleet, we are going to trade in our present three Argosies and replace them with a fleet of five new Argosy 200s. "Outwardly the Argosy 200 looks exactly the same as our present aircraft, but its improved performance, lower maintenance costs and better cargo carrying capacity—all of which add up to greater TAA's first-line feet comprises nine Fokker Friendships, 16 Vickers Viscounts and three Lockheed Electras. See accompanying note
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
