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Aviation History
1966
1966 - 0290.PDF
RIGHT International, 3 February 1966 171 The DC-9 ordered by SAS is a version which had not pre- viously been mentioned by Douglas—the Series 40. This, with Pratt & Whitney JT8D-9 turbofans of 14,5001b thrust, will have a higher permissible take-off weight and will be laid out, for SAS, with a seating capacity for 107 passengers—or ten more than in the DC-9-30. This increased capacity influenced the choice in that, according to the airline, "no other short- range aircraft available for delivery within the next three years has the same number of seats." The total cost of the first ten aircraft, with spares, will be about £16.5 million. They are to be delivered in 1968. To cover the airline's needs in the interven- ing period, five DC-9-30s will be leased temporarily from the spring of 1967. The last four of Swissair's 12 DC-9s are also to be of the Series 40 type so that any necessary equipment inter- change between the two carriers will be further simplified. SAS has still not decided on an aircraft to meet medium- range requirements for heavier-traffic routes; the stretched Boeing 727 is a likely choice and this aircraft "figures actively" in the airline's research. The airline also has a "pressing need" for an "ultra-short-range" jet for use on Scandinavian domestic services. EAGLE ALL-JET TO GLASGOW APPROVAL for the use by British Eagle of BAC One-Eleven 300/400s on the London-Glasgow route was given by the ATLB last week. All-jet services to Glasgow will be started by Eagle on May 16. One-Elevens will also be used for morning and evening peak-traffic flights to and from Liverpool from July 1. The first operations by Eagle with the One-Eleven will be on the London-Rimini route on April 30—only a little while after the first of three aircraft is due to be delivered. Eagle flight crews will be converted by the British Aircraft Corpora- ton in advance of the first delivery of the airline's own aircraft. The second and third One-Elevens will be delivered between the end of May and early June. The number of week-day return services on the London- Liverpool route will be increased by Eagle to eight, with two each on Saturday and Sunday, from April 1. Until the One- Elevens are introduced the peak-traffic services will be operated with Britannias. Between May and July One-Elevens will be introduced on many of the flights from London to Continental destinations and to Tunis (Djerba) if approval is obtained. BAN ON CAA POSTPONED FOLLOWING a ban by East African States on overflights and landings by aircraft which had landed in Rhodesia (Flight for January 20, page 91), Central African Airways has been barred from landing in Kenya, Uganda and Tanzania. Originally the ban would have become effective on February 4, but a 20-day extension has been granted because the ban would have brought CAA operations in the area to a halt and. caused serious difficulties for Air Malawi and Zambia Airways which, with Air Rhodesia, are operated with Central African Air- ways' aircraft and crews. CAA operates Viscounts and DC-3s on behalf of the three companies between Rhodesia, Zambia, Malawi, Kenya and Tanzania. Short of illegally impounding aircraft, crews, tech- nicians and spares, Zambia and Malawi will be unable to operate air services between their countries and East Africa if the ban is applied. Malawi's Minister of Transport and Communications, Mr J. Msonthi, commented: "Our friends passed their resolution without knowing precisely how Malawi and Zambia would be affected. We ask why we should suffer as a result of the uni- lateral declaration of independence. We do not want to break up CAA because we cannot afford an independent airline." Mr Msonthi is reported to have asked BOAC to use Blantyre or Lusaka as stopping points between Johannesburg and London in the present circumstances. THE CAB WANTS MORE FROM IATA THE US Civil Aeronautics Board has issued a "show-cause" order which says that IATA should furnish more specific infor- mation about its actions before the board is asked to approve them. According to Interavia, points stressed by the CAB were these: more information should be given to support resolutions adopted at conference meetings or through mail vote; more details should be given about the basis used by IATA in selecting airline representatives to serve on its executive com- mittee; there should be better communications between IATA and those persons interested in its activities; and it should be possible for governments to propose material through their carrier members for consideration at a conference even though the original deadline date for agenda suggestions may have been passed. ... The length of the 61 is demonstrated in this line-up including a Japan Air Lines DC-8-50 and a KIM DC-9-10. The 61 has a seating capacity for 251 coach-class passengers
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