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Aviation History
1967
1967 - 0319.PDF
ernational, 2 March 1967 317 General Air's DHC-6 Twin Otter at Toronto prior to its delivery flight to Hamburg for summer scheduled services to and from Helgoland. See story on this page FRANKFURT ACCIDENT INVESTIGATION THE draft report on the accident to the Air Ferry DC-4 freighter near Frankfurt on January 21 will be sent to the British Board of Trade in about three weeks' time. The inquiry by the German authorities has been aided to some extent by information from the captain of a Seaboard World DC-8 which was following the DC-4 into a landing and was told to over- shoot because of the accident. He reported that there was no precipitation on the approach and that, from six miles out, either the approach or the runway lighting could be seen, but not both simultaneously—a fact which supports the supposi- tion that there were patches of low cloud. The approach lighting was operating only at 60 per cent brightness and the PAR was unserviceable. Although an autobahn runs for 2km parallel to the runway being used, the investigators doubt whether this was a factor in the accident as traffic was particularly light at the time. There is, however, some lighting on the autobahn and this, according to the German journal Flugwelt, may have caused the pilot of the DC-4 "some irritation" at a time when he was trying to sort the situation out—perhaps causing him to lose flying speed. TWIN OTTER FOR GENERAL AIR THE first DHC Twin Otter for General Air GmbH, of Hamburg, was accepted on February 14 by Capt A. P. Jekle, who delivered the aircraft via Boston, Newfoundland and the Azores. The 18-passenger aircraft will go into scheduled ser- vice shortly between Hamburg and Heligoland. The airline selected the Twin Otter because of its STOL performance and the unusually short runways available on the island. Other European operators to order Twin Otters include Aeralpi and Braathens SAFE. Both carriers will use the aircraft on scheduled services. Thirty-five Twin Otters have been sold in Europe, North and South America and Australasia; another 16 are on firm option. BEA SCOTLAND AS part of the airline's plan for decentralisation by region, BEA in Scotland will, from November 1, be given near- autonomy, with a budget and control of the day-to-day opera- tions—including those of trunk services into England and Northern Ireland, and to Europe. Mr Robert McKean, BEA's manager for Scotland since 1947, now becomes general manager for Scotland. Details of the plan and of the budget are still being worked out. BEA has, in Scotland, a staff of between 800 and 900, including aircrew. Scottish commercial, industrial and tourist interests welcomed the plan. They believe it will lead to the opening of new routes and that it will strengthen Scotland's case in asking for Government subsidies for the unprofitable Highlands and Islands services. Mr McKean said, when the plan was announced: "This change can be regarded as a spring-clean for BEA in Scotland, with a different set-up and outlook for Me future. This is one step in the process of evolution. We in Scotland will be almost autonomous, but not quite. Complete autonomy will arrive in due course." Last year the Highlands and Islands routes lost about £230,000. In the present year the loss is expected to reach £350,000. BEA has been in consultation with the Highlands and Islands Development Board, which is expected to produce its report on air, land and sea communications within the next two months. The board is anxious to encourage more services to help the industrial prosperity of the north of Scotland and some of their recommendations have already been passed on to BEA. PNYA's YEAR IN spite of the effects of the 43-day airline strike during the summer, the traffic at New York's airports showed healthy increases in 1966 (see table below). The Port of New York Authority, however, which released the figures last week, says that the strike probably lost 1.5 million passengers and 50,000 tons of cargo; the increases would thus have been considerably higher than those recorded. La Guardia—which was the least affected of the airports—recorded very much bigger increases than either J. F. Kennedy or Newark. NEW YORK AIRPORT TRAFFIC, 1946 Airport J. F. Kennedy Newark, NJ Totals * Aircraftmovements 380,530 260.588 211,468 274,664 1,127,250 Passengers 17,086,211 6.273,971 5,143,971 28,504,153 Cargo (short tons) 477,171 21,465 121,084 619,720 * Representing increases on 1965 of 9.5 per cent in aircraft movements, 10.4 per cent in passengers and 16.6 per cent in cargo. Biggest increases were at La Guardia, with 26 per cent more aircraft movements, 32 per cent more passengers and 51 per cent more cargo. Lloyd Appointment Mr Norman Monnickendam has joined Lloyd Aircraft Services, of Stansted, as assistant managing director. He was previously technical manager of Caledonian Airways. New Managing Director for Britannia Mr John Sauvage, previously managing director of British Eagle, has been appointed managing director of Britannia Airways. Mr J. E. D. Williams, who has been managing director of Britannia since its formation, becomes chairman of the board. The change is designed to strengthen the management and to allow Mr Williams to devote more time to other responsibilities. Director-General for Alia Brigadier General Ibrahim Othman, former commander of the Royal Jordanian Air Force and, later, Director of Civil Aviation, has been named director- general of Alia, the Royal Jordanian Airline. Before this appointment he was Deputy Chief of Staff of the United Arab Command, a duty from which he has been released to take charge of the airline, which is now expanding its sphere of operations.
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