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Aviation History
1967
1967 - 1289.PDF
FLIGHT International, 20 July 1967 91 density than Hum, the airlines had of their own free will transferred their operations there from Hurn. The Government, in fact, wanted to see Hum built up, but it would add an extra £85,000 to the airport's deficit if the operating hours were restored to the level existing in October last year. Results of the negotiations for Hum's sale to a con- sortium of local authorities were expected shortly and, even if these fell through, there were other potential buyers, includ- ing the British Airports Authority. ADVISERS FOR SAFETY REVIEW IN his statement on June 28 about the review of British air safety the President of the Board of Trade, Mr Douglas Jay, said that two independent advisers would be appointed to assist in the review (see Flight for July 6, page 5). These advisers were named last week as Sir Frederick Brundrett and Captain Frank Taylor. Sir Frederick was Scientific Adviser to the Ministry of Defence at the time of his retirement in 1959. He has also been Honorary Scientific Adviser to the then Ministry of Transport and Civil Aviation and Chairman of the Civil Avia- tion Radio Advisory Committee. After serving on Path- finder duties during the war Capt Taylor joined British South American Airways and remained with them until the merger with BOAC. He flew Argonauts, Britannias and Boeing 707s until his retirement at the end of last year. AUSTRALIA'S TRAFFIC LOOKS UP A RECORD five million passengers were carried by Australian airlines during the financial year 1966-67 (ending on June 30). TAA became the first domestic airline to carry two million revenue passengers and also the first to chalk up 1,000 million revenue passenger-miles. Ansett-ANA passed 1.75 million for the first time and the Ansett Transport Industries Group of airlines carried more than 2.5 million—also a record. Despite the effects of the pilots' strike, Qantas just reached 400,000 passengers. Revenue was at an all-time high. TAA passed S60 million (£24 million) and the Ansett Group went over S80 mllion (£32 million). TAA continues to carry more than half the passenger traffic on the competitive routes—ranging from 52 to 54 per cent. TAA's passenger load factor tends to be about five points ahead of that of Ansett-ANA on these routes, at about 72 per cent. Growth factors on the competitive routes are interesting. The 1963 growth rate was 12.7 per cent; in 1964 18.8 per cent; in 1965 17.3 per cent; and in 1966 7.4 per cent. The drop was due to the introduction of decimal currency (which affected all industry) and the wide reaction to the loss of the Viscount in Queensland, as well as to a general tendency to slackening-off in the economy. But the growth rate for the first six months of 1967 was over 11 per cent. This rate is being continued and even increased. It is interesting, too, to note that the TAA growth rate has been consistently higher than that of Ansett-ANA—generally about four times—over past months. Because of this TAA is appealing to the Government to advance the delivery date of the last of the six DC-9-3Os which each airline has ordered. TAA wants the sixth DC-9 in late 1968, not in 1969 as at present planned, and seeks approval to order more so that Douglas can make deliveries of the 7th and 8th, at least, in 1969. TAA sees 12 DC-9s operating in its fleet by 1971-72. The Ansett reaction is unfriendly because of the lower growth rate, because the Ansett estimates of growth are naturally more conservative, and because TAA finds the task of securing capital and servicing it far more simple. Ansett also wants to retain the three Electras into 1970, while TAA wants to sell on the peak market in 1968-69. There is today a definite cleav- age of opinion between TAA and Ansett-ANA which is causing the Government some concern. The Government cannot allow the two-airline policy to be upset by allowing TAA to import DC-9s alone or by forcing Ansett to agree to import more DC-9s than Ansett believe the industry could support. But there is the obvious fact that TAA's growth is being held back to help Ansett and this has certain political overtones. The Minister for Civil Aviation, Mr R. W. Swartz, is at present preparing a submission to the Australian Cabinet on the whole two-airline system. Sixth JAT Caravelle Jugoslovenski Aerotransport has ordered a sixth Caravelle 6N from Sud-Aviation. A grand total of 244 Caravelles has now been ordered. Service Next Month for 11-62? The first passenger-carrying test flight with an 11-62 was made on July 14 between Moscow and Tashkent. Reports from Russia say that the aircraft is due to enter Aeroflot service in August. Laker: Another One-Eleven A fourth BAC One-Eleven 320L has been ordered by Laker Airways for delivery in April next year. It will be operated on Laker's contract with Lord Brothers. Monarch's Britannias The two Britannia 312s to be operated by the new Luton-based company, Monarch Airlines (see last week's issue, page 45), have been obtained from Caledonian Airways, as reported by Sensor in our June 8 issue. 748s for PAL? A route evaluation, using the HS.748 demon- strator, has recently been completed by Philippine Air Lines, who are looking for a DC-3 replacement capable of rough- field operation. The prospective order for 748s from PAL could be for as many as 25 aircraft. East African VC10 Order An order for a fourth Super VC10 for East African Airways is brought closer by reports that the Kenya Government has agreed to guarantee a third of the cost. Support for the remaining two-thirds from Uganda and Tanzania has not yet been announced. 727s for Trans International Two Boeing 727s have been ordered by Trans International Airlines, of Oakland, California, who also have options on two more. To be delivered in April and July next year, the 727s will be used mainly on medium- haul group tours and connecting flights for long-haul tours. TIA now claim to be the first all-jet supplemental carrier after retiring the last of their Super Constellations. TMA Leases Stariifter Because of the heavy demands on cargo capacity following the closure of the Suez Canal, Trans- Mediterranean Airways has leased a Lockheed Stariifter jet freighter. The first to be operated by an airline, this "civilian- ised" C-141 is being used for the transport of oil industry equipment from Holland to Abadan. The first load was a 28- ton turbine—probably the heaviest single item to be air- freighted in Europe by a civil carrier. VClOs for MEA? The prolonged negotiations for long-haul jets may soon be completed for Middle East Airlines with an order for Super VClOs. The carrier's chairman. Sheikh Najib Alamuddin, was expected to come to England this week to discuss a possible initial order for three and an option on others. Financing, it is understood, will not be a difficulty because funds in France are believed to be available. Air France has a 30 per cent interest in MEA, which is at present operating a VC10 on lease from Ghana Airways.
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