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Aviation History
1967
1967 - 0004.PDF
FLIGHT International, 5 January 1967 AIR TRANSPORT . . . should be worked out by both parties jointly and agreed before being implemented. If no agreement can be reached a senior BOAC captain will be asked to arbitrate. There are to be no night landings by Qantas at Djakarta, Indonesia, for the time being. However, a panel of three pilots will look into the feasibility of such landings with Qantas management when certain improvements are made. These include the installation and operation of approach lights and centreline and touch- down-zone markings. The settlement states that there must be agreement on the acceptability of the improvements before Qantas can ask its pilots to operate there at night. The settlement also speaks of a "a spirit of goodwill" being required between both parties. The signs are that, having achieved something of a moral and practical victory, the pilots will now be only too happy to co-operate with the Qantas management. The absence of a certain group of Qantas execu- tives among the signatories to the settlement would indicate that their influence has waned and that friction, which was generated mainly by this group, will be much less in evidence in the future. NEW YORK'S AIRPORT PROBLEM SOMETHING of a dilemma, brought about by political pres- sures and public opinion, faces the authorities of the states of New York and New Jersey, according to a report published by the Port of New York Authority. This reveals that a fourth airport to serve the New York metropolitan area will be required before 1970 but that no suitable site is available. The report, Airport Requirements and Sites to Serve the New Jersey-New York Metropolitan Region, 1966, forecasts pas- senger traffic of 53.5 million in 1975 and 65 million in 1980, compared with the figure for 1965, which was 25.8 million. Peak hourly IFR traffic demand at the three existing New York airports is estimated at 213 movements in 1970, 247 in 1975 and 302 in 1980, although peak IFR hourly capacity can only be increased to around 185 movements in the next decade. Demand is therefore expected to exceed capacity before 1970. "Even today," the report says, "air traffic exceeds the present operating rate of these airports. [Kennedy, La Guardia and Newark] and results in excessive delay and congestion in peak hours. The only possible way to meet the public demand for adequate, safe and economically essential air services ... is to construct a new major airport in a location which is: (a) feasible from an aeronautical standpoint, (b) realistically acces- sible to the region's traffic-generating centres, and (c) economi- cally practicable." Since its last major report in 1961, the PNYA has favoured a site in the Great Swamp, Morris County, NJ, some 30 miles from the centre of New York. The authority indicates that this is still its preference and that no alternatives which have been evaluated in the last six years are acceptable. Unfortu- nately the State of New Jersey passed a Bill to prohibit the building of an international airport in seven of its counties, including Morris County. The Bill did not become law but the Great Swamp area has since been made a national wildlife refuge. Referring to the New Jersey Bill, the report says "it is the most recent expression of opinion by the Legislature of the State of New Jersey and, as a matter of propriety, precludes any recommendation by the Port Authority for construction of a major airport in the geographic area delineated by the State Legislature. The engineering and physical facts, and the fundamental economic interest of all the people of this great and growing metropolitan area, preclude any other recom- mendation." Just before the report was published the Metropolitan Air- lines Committee, composed of nine airlines, backed the PNYA for the first time in pressing for a new airport for New York. The committee's call for improvements at Newark, however, were not feasible, according to the PNYA executive director, Mr Austin J. Tobin, who said: "The plan includes a runway [at Newark] which would direct traffic over the centre of Elizabeth. This . . . would violate the pledge which the Gover- nor of New Jersey and the PNYA made in 1962 that no new runway pointing toward Elizabeth would ever be built." DC-9-30 Certificated The DC-9-30 has received its FAA type certificate after a 4^-month development programme using two aircraft. No VClOs for MEA The chairman of MEA, Sheikh Najib Alamuddin, said last week that the airline was not negotiating for the purchase of Super VClOs following the cancellation of the option on DC-8-62s. More 727s and 720s for Eastern An order for six more Boeing 727QCs, for delivery before the end of 1967, has been placed by Eastern Airlines, which has also bought the ten 720s which had previously been operated on lease. Eastern already had ten 727QCs on order or in service. More Friendship Orders East-West Airlines of Australia has ordered a fifth Fokker F.27 for delivery in November. Faroe Airways of Denmark has also ordered an F.27 Mk 200 with a large cargo door for delivery in November. Meanwhile, from May 1, Faroe will operate an F.27 leased from Fokker on the Copenhagen-Faroe Islands service. Nord 262 Clearance Following tests by the flowmeter manufacturers the French civil aviation authorities have lifted all restrictions on the use of water-methanol injection with the Nord 262. All aircraft fitted with Faure Herman flowmeters will be cleared when required modifications have been com- pleted with kits to be available early this year; these consist of replacement of water-methanol valves and the fitting of engine vibration sensors. 747s for World Airways Three Boeing 747s (for service from the spring of 1971) and two more 7O7-32OCs (for delivery in November this year) have been ordered by World Airways, the US supplemental. The carrier has also taken an option on a fourth 747. World at present has five 707s in service; one more was due for delivery late in December and another is expected in July 1967. Six 727s are also on order for delivery this summer. The 747s and the two additional -32OCs are, like the remainder of the fleet, to be convertible passenger-cargo aircraft SCHEDULED SERVICE TRAFFIC—TEN YEARS, 1957-1966 Year 1957 1958 1959 I960 1961 1962 1963 1964 1965 1966 Miles flown (millions) 1,765 1,820 1,920 1.925 1,940 2,015 2,1252,290 2,550 2,740 i i Increase* ! (%) i 12! 3 | 5! 0 1 i 4 i 6 8 1 1 : 8 Hours flown(millions) 8.7 8.8 9.0 8.6 8.0 7.7 7.9 8.3 8.8 9.3 Increase* (decrease) (%) 9 1 2 (4) (7) (••)3 5 6 6 : Passengers | carried | (millions) ; 86 88 98 106 i III ; 121 | 1351 154 i l77202 Increase* (%) 12 2 II 8 5 9 12 14 15 •4 Passenger- miles (millions) 50,500 53,000 61,000 67,500 72,500 80,500 91,500106,000 123,000 141.000 I Increase* (%) 14 5 15 I 1 7 II 13 16 16 15 [ Cargo ton-miles ' (millions) I 1,125 1,150 ! 1,330 1,485 1,700 1,995 2,230 2,670 3,400 4,180 Increase* (%) 9 2 15 12 14 17 12 20 27 23 Mail ton-miles (millions) 295 320 355 415 490 545 590 625 755 1.035 Increase* (%) 8 9 II 17 18 11 8 6 21 37 Source: ICAO. Excludes the People's Republic of China, the USSR and other non-member States. • On previous year's figure.
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