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Aviation History
1968
1968 - 0096.PDF
98 FLIGHT International, 18 January FAUCETT. This DC-3, or C-47B (now OB-R-544), has been in service since May I960 and has normally been based at Chiclayo Boeing 727s, were quite convinced that the One-Eleven was the ideal aircraft for operations in Peni. It was 'thought that Braniff might pass on some of their One-Elevens and buy new aircraft-^or simply replace them with 727s. It seemed, how- ever, that Faucett were more interested in the Miami route than in the necessity for more modern equipment on some domestic routes, so consequently they preferred the 727. The purchase of a 727 was approved by the Government last July and an order has since been placed by Braniff for Faucett, who will, however, pay Boeing direct. The second problem facing Faucett was their route structure. Most of the fleet was based in Lima, with four aircraft at Chiclayo and two at Quincemil for the local networks. Outside these three bases there were only line maintenance personnel at the other points. This meant that the aircraft all left their bases early in the morning so that they could make the required round trip and, with one or two exceptions, be back at the principal base early enough in the afternoon to permit routine maintenance to be carried out before sunset. Each week Faucett had 61 flights scheduled out of lima, of which 40 left before 9 a.m. and only seven after midday. Of the arrivals in lima, 12 were before midday, 23 between midday and 4 p.m., and only eight after 6 pjn. The result of this was that, although Faucett was serving, directly or indirectly, 36 points from lima, passengers invariably had to leave early in the morning on their outward flight, and by mid-morning on their return flight. Thus, a businessman flying out to a certain town might have only three hours' work to do at his destination, but he had to stay there for at least 24 hours before being able to return to Lima—which, for his firm, was wasted money. This presages a change during the next few years, whereby more flights, especially to the principal cities, would depart after midday and would remain overnight outside Lima, to operate an early morning service into Lima. It seemed that this change would need to come soon if the rate of increase of the passengers continued—especially considering the rapid expan- sion in the interior. Another factor has been the increase traffic on the Panamericana Highway, which has led a numbei of companies to buy their own private aircraft, even for flight! to cities which already have regular air services. In addition, the very fact that top executives in some of the most influential companies in the country do not use -the Peruvian airlines is bound to make a bad impression on visitors. The third problem, already mentioned, but not a serious worry for the directors of Faucett, was the proliferation of airlines formed in recent years—though not all have reached the stage of regular services. At mid-1967, apart from Faucett, the following companies had permission to fly internal services in Peru: APSA, ATAPSA, LANSA, SATCO and Trans- Peruana. Of these only SATCO was operating over a sub- stantial network. If plans were realised, one or two of the others would soon be operating a conflicting network, with possibly better equipment or greater frequency, and this would affect Faucett. On the other hand, Faucett had a great asset in that it was widely known and was the only Peruvian airline listed in the international airline timetables—thus being, to the travel agents, the only choice of carrier in Peni. It is impossible to make predictions about the future of Faucett but it is plain that, with the continuing expansion in Peru, both industrial and commercial, together with the increasing influx of tourists, there is almost unlimited scope ! airlines in Peru. The aeroplane is the only method of transport that can really open up the country, and the airlines must take advantage of the situation. Yet Faucett has been predominant in Peru for almost 40 years, and now that the jet age has reached most of the continent Peru is one of the least advanced countries as regards air transport and has one of the highest fare structures in South America. Faucett is the one company which could bring about i revolution in Peruvian air transport, and it will be interesting to see what the situation is on September 15, 1968—the airline's fortieth birthday. One of FaucetVs DC-6Bs (OB-R-SS2) which were the first pressurised, radar-equipped aircraft to be used on domestic services in Peru
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