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Aviation History
1965
1965 - 0150.PDF
86 FLIGHT Inttrnni 21 January The first Hawker Siddeley Argosy 222 destined for BEA (actually the second series 220 to fly) takes off from a rain-soaked Bitteswell airfield. &EA has five 222s on order for delivery in the near future. Next week's issue of "Flight" will contain a number of special articles which examine the Argosy's past performance and future prospects AIR TRANSPORT... AERO-NORD REPLACES NORDAIR A NEW charter and IT operator called Aero-Nord has been formed in Denmark (see last week's issue, page 46). Three DC-7Bs have been bought from American Airlines for £400,000, and these will each be converted to a 104-passenger configuration. They will be delivered, fully overhauled, in March and the new company expects to start operations on April 1. Because of the serious hangar shortage at Kastrup the company has been forced to build its own hangar on the southern side of the field. It is all-steel, of British manufacture, and will be ready by about May 1. Major overhauls will, however, be done by American Airlines, which is also responsible for the conversion of the aircrews. The management and a large number of the staff of Aero-Nord were formerly with Nordair—the Danish charter company which ceased operations a few months ago after being taken over by SAS. The chairman is Mr Erik Ostbirk, formerly managing director of Nordair and the founder of that company. Managing directors are Mr Alex Lauesen (traffic and sales) and Mr Hugo Pedersen (economics). Chief pilot is Mr A. A. Schmeltz and technical and sales managers are, respectively, Mr K. Togeby and Mr Erland Hansen. BEWARE THE IMPORTED AIRCRAFT A WARNING has been issued by the Air Registration Board addressed to British operators contemplating the purchase of secondhand aircraft from abroad. In future before a C of A is issued the Board will require more evidence that repair and main- tenance work has been conducted in accordance with BCAR standards. The ARB notice speaks of some difficulty in the past in establishing compliance with requirements in respect of an aircraft's previous service. Examples are quoted:— Repairs have been embodied without supporting records to establish compliance with approved schemes or manuals. Modifi- cations have been incorporated without adequate records to indicate the source of approval and the organization responsible for installation. Doubt has often arisen as to the extent of compliance with ARB maintenance requirements, particularly those relating to major inspections or overhaul work which ensure the structural integrity of the aircraft (such as de-sealing of integral fuel tanks), and the relation of component and accessory overhaul periods to those approved by the Board. The ARB warns potential purchasers that before negotiating for secondhand aircraft to be imported into Britain, the Board's new requirements should be borne in mind. They are that:— (i) Repairs and modifications comply with corresponding British Civil Airworthiness Requirements and that, if this cannot be established, satisfactory supporting records are available froman acceptable source such as the original manufacturer, other airworthiness authority, or a suitably approved design organiza-tion in this country. (ii) Major inspections and overhauls have been carried out and allappropriate airworthiness directives complied with at, or within, those periods approved by the Board. When determining theperiod at which any requirement of the Board's maintenance schedule is due, the time at which the requirement was last donemust be used as the basis of assessment. CAB GREEN LIGHT TO INCLUSIVE TOURS LAST week the Civil Aeronautics Board proposed its intention to grant all US supplemental carriers blanket authority to file inclusive- tour proposals for trips within America. This is the first time that the CAB has anywhere approved this kind of service which was pioneered in Europe. Once again the leading domestic trunk-line carriers will undoubtedly view the action as a further CAB threat to their livelihood following, as it does, the recent proposal to restrict blocked-space-rate airfreighting to the all-cargo carriers only. Although the Board has stated the action should not be regarded as a pre-judgment of the soon-to-be-resolved North Atlantic IT question, European airline opinion believes a large-scale two-way overseas network of American IT services cannot be far off. Practically every country in Europe has an airline with transatlantic IT plans up its sleeve. In Britain Caledonian's proposal, approved by the ATLB, is past the public hearing stage of the appeal brought by BOAC, and should be coming before the Minister of Aviation any time now for final judgment. Briefly, details of the CAB ruling on the domestic IT proposal are that the tour should be for at least ten days, involving three different overnight stops and the total price must not be less than 120 per cent of the lowest applicable normal fare. Brochures describing the tours must be filed with the CAB prior to the sale of any tickets and at least 60 days prior to departure; organizers must also file a surety bond with the board. Finally, the carrier may not act as tour organizer. The CAB gives two main reasons for the decision to indulge in a little "controlled experiment" with inclusive tours. The success of this kind of service within Europe is viewed as a pointer to a similar new source of traffic within America. Supplemental carriers, rather than the scheduled combination carriers, were chosen for the experiment because of their present relatively underprivileged situation. When most other sections of the industry are settling into profitable and stable operation the supplemental are facing difficulties and uncertainty. The supplemental were recently told by the Defense Department that a carrier would be required to show that at least 30 per cent of its revenue could come from civilian operations by 1966 for consideration for military contracts. Many carriers at the moment exist almost wholly on military contracts.
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