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Aviation History
1967
1967 - 0077.PDF
ftlGH'r international, 19 January 1967 77 AIR TRANSPORT ISMALLER PROFIT FOR BEATHE net profit for the financial year 1966-67 "will be con-derably below that of the previous financial year when a net irofit of £1,280,000 was achieved after payment of interest." This not-unexpected statement was made in an interim report jublished by BEA on December 31. Although a net profit of ,9.5 million was made in the seven summer months April- )ctober inclusive—or about £730,000 more than in 1965—"the iresent economic position and the currency restrictions in the IK are adversely affecting the results for the current winter «riod. . • -" ATA AND THE SSTs N a speech last week in Washington, Mr Knut Hammar- kjold, director general of IATA, complained that neither the iAC-Sud Concorde nor the Boeing SST fully met the associa- ion's technical and economic criteria. He added that it was issential that the present designs should be further developed. le did not explain exactly where the designs fell short, but was referring to their failure to meet all of IATA's ten 'imperative design objectives" for the SST. Of these so-called "ten commandments," some, at least, are inlikely to be met by the SSTs in their present projected form. Jeither, for instance, will have seat-mile costs as low as those if contemporary subsonic jets. Nor are the fuel reserves, as iriginally specified by the FAA for the American SST, as igh as those recommended by IATA—though these reserves lave recently been increased by the FAA. Boeing is concen- rating, during this waiting-for-decision period, on improving he payload-range characteristics of the 2707—with particular ttention to non-standard weather and other conditions. Almost certainly the proposed gross weight (675,0001b) will be in- creased in the search for a greater maximum-payload range with adequate reserves. The original FAA specification required a 65,0001b payload and a 4,000-mile range with a total reserve of 47,0001b of fuel. This was not considered to be adequate by airline standards and the FAA's requirement, according to Aviation Week, is now 62,0001b. US LOW-MINIMA PROGRESS CATEGORY 2 classification is scheduled for 20 US airports by the end of this year, according to the FAA, and a further three airports have been designated for eventual upgrading. In each case one runway will be brought up to the FAA Cat 2 standard, which includes the provision of Cat 2 ILS equip- ment, high-intensity approach lights with sequenced flashers, high-intensity runway-edge lights, touchdown zone lights, centre- line lights and "all-weather" runway markings. Four airports—Dulles International, Washington (runway 01R); Oakland, Calif (29); Pittsburgh (10L) and Stapleton (Denver), Colo (35)—are already classified to Cat 2 standard. The remaining 19, with the designated all-weather runway, are: Anchorage, Alaska (runway 06); Atlanta (09R); Buffalo International (23); Chicago O'Hare (14L); Detroit Metropolitan (03L); Houston (08); Kennedy International, New York (04R); La Guardia, New York (22); Los Angeles (25L); Standiford Field, Louisville (01); General Mitchell Field, Milwaukee (01); Newark, NJ (04R); Moisant Airport, New Orleans (10); Phila- delphia International (09R); Rochester-Monroe County, NY (04); San Francisco International (28L); Seattle-Tacoma (16); Washington National (36); and Bradley Field, Windsor Locks, Conn (06). Except for Philadelphia, Anchorage and Newark, le first of Lufthansa's Boeing 57s is now newly painted id awaiting its flaps and other "itrol surfaces in the final isembly building at Seattle. Wd it, on the left, is the King-owned prototype — now w one month from its first gjit. Orders for the 737 total >A from IS airlines
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