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Aviation History
1965
1965 - 0080.PDF
FLIGHT International, 14 January 1965 AIR TRANSPORT.. MALAYSIAN'S 1963-64 REPORT A POINT made in Malaysian Airways' annual report for 1963-64 (to March 31) was the big increase in traffic—particularly between Malaya/Singapore and Sabah/Sarawak—following the creation of the new nation of Malaysia. This growth, described in the report as being "totally unpredictable," was 39 per cent by comparison with the 12-15 per cent growth in previous years. An operating profit of £120,000 was recorded. This represented a 37 per cent increase over the figure for the previous year. Total traffic revenue increased by 24.6 per cent to £3,460,000. Profit before taxation was £70,000; after adjustments the amount available for appropriation was £93,000. GOOD YEAR FOR AIR CANADA AS for other North Atlantic carriers, Air Canada's biggest passenger traffic increase (19 per cent) in 1964 was recorded on this route. Greatest amount of passenger traffic for the airline (93 per cent of the total) is carried over North American routes and the increase for this traffic, in passenger-miles, was 3 per cent. Overall, Air Canada's passenger total in 1964 increased by 5 per cent to 4,070,000. Total passenger-miles, at 2.889m, showed a 7 per cent increase over the figure for 1963. Freight recorded the biggest increase—of 26 per cent to 40m ton-miles. After paying interest the airline showed a profit for the 11th time in 14 years. Gross revenues topped the $200m (£67m) mark for the first time. BIG PAWA 1964 TRAFFIC INCREASE A SCHEDULED network passenger-mile increase of 17.5 per cent was recorded by Pan American for 1964 by comparison with 1963. The total was 8,187.1m. Cargo ton-miles on scheduled services totalled 264.7m—a 34.6 per cent increase. The 1963-64 gain of 70.7m ton-miles for all the airline's cargo operations represented more than the total increase recorded during the previous four years. Area by area Pan American's passenger increases on scheduled services were nearly 20 per cent for the Atlantic, 21.2 per cent for the Pacific, 22 per cent for Alaska and 10.5 per cent for Latin America. Scheduled cargo ton-mile gains were nearly 32 per cent for the Atlantic, 65.4 per cent for the Pacific, 30.4 per cent for Alaska and 10.5 per cent for Latin America. Pan American expects an accelerated rate of growth in both passenger and cargo traffic during this year. TWIN OTTER PROGRESS DE HAVILLAND OF CANADA has made considerable progress with the tooling, jigging and building of the first batch of five Twin Otters since the project was announced last September. Although similar to the DHC-3 Otter in fuselage cross-section and basic wing form, the DHC-6 Twin Otter calls for extensive tooling. While the first five aircraft will be completed at the rate of one a month, tooling is designed for production of two aircraft per month after certification. By the end of November, engineering information had been issued for 5,000 of the estimated 6,900 parts per aircraft. Several major sub-assemblies for the prototype were then nearing com- pletion and some second and third sets were in work. In the cockpit section jig the framework was ready to accept skinning. Substantial progress was to be seen in the main wing assembly, fuselage rear end, and cabin side panels. Main assembly of the first airframe is due to be completed late this month. The second set of components has been allocated to the structural test de- partment. The final set of Pratt & Whitney PT-6 turboprop engines to power the first Twin Otters have been delivered and are being made up into their individual powerplants. The PT6A-6 originally scheduled for this aircraft has been replaced by the PT6A-20, giving an additional 50 s.h.p. per engine maximum continuous power and greatly increasing single-engine performance. The first flight is scheduled for June, and certification by the endof the year. The Twin Otter, progress on which is described on this page, is taking firm shape in the de Havilland Canada Downsview factory. The first wing is in an advanced stage of assembly; the jig for this is very similar to the one used in Otter production INQUIRY INTO US VISCOUNT CRASH DURING this week the US Civil Aeronautics Board is holding a public hearing in an attempt to discover the cause of the accident to a United Air Lines' Viscount on July 9, 1964. In this accident, which occurred near Parrottsville, Tennessee, the aircraft apparently caught fire and started to disintegrate in the air. The crew of four and the 34 passengers were killed in the crash; another passenger was found 1.6 miles from the crash site and was a "free-fall casu- alty." Nearly 30 people have been called to give evidence at the accident-investigation hearing, which was expected to last about three days. BEWARE THE BOGUS PART A RECENT Air Registration Board notice draws attention to the dangerous influx of "bogus" parts into aircraft stores. It says: "The Federal Aviation Agency of the USA has long been concerned with 'bogus' parts, numbers of which have been found in use. Superficially many of these parts are identical with the genuine parts which they replace." In order to give wide publicity to this serious problem, the ARB says, the US Flight Safety Foundation some years ago prepared and published a comprehensive booklet defining these parts as: "Parts which are not airworthy. Parts the source and identity of which have long been lost. Parts of unknown material, fabricated by processes at variance with industry and Government specifica- tions ..." A revised edition of this booklet, Bogus Parts, a Continuing Threat to Safety in Aviation, has now been published, and copies (price 11.00) are available from the Fight Safety Founda- tion Inc, 468 Park Avenue South, New York, USA. The ARB says that: "recent experiences in this country show the problem is not confined to the USA. The two examples which follow are typical and both were experienced by the same purchaser: "A quantity of NAS bolts were purchased from a stockist in the USA.These were to be fitted to an aircraft in positions where the bolts were subject to a fatigue-life limitation. Whilst being tightened to the requiredtorque loading the head came off one of these bolts. Investigation revealed an old fatigue crack extending over approximately 80 per centof the cross-sectional area of the shank. Other bolts from the same batch had similar cracks; all were secondhand but had been re-platedbefore delivery. "At a later date a further batch of NAS bolts was ordered from astoelast m this country. The order specified that the bolts should have rolled threads. When delivered the bolts had the characteristic 'R' onthe heads, but closer inspection revealed that the threads were cut and were very rough. Following investigation it was found that the supplierhad attempted to meet the requirements of the order by having longer bolts re-threaded, the shank then being cut back to the right length.The stockist concerned no longer holds the approval of the Board." The ARB warns that the above exceptional examples serve to show the care needed when buying spares of foreign origin. Such items should be purchased either direct from the manufacturer or from a source known from the purchaser's own experience to be reputable.
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