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Aviation History
1973
1973 - 0128.PDF
78 FLIGHT International, IB January 1973 AIR TRANSPORT per cent the economy-class traveller 18 per cent, and those travelling on other promotional fares 49 per cent. "Unfortunately," says lata, "many of the arguments advanced on both sides of the Atlantic for 'lower public fares' appear to be based largely on interpretation of the 1970 or ,1971 pricing structure and traffic patterns. The 1972 figures demonstrate quite clearly that those patterns and arguments no longer apply, and that the scheduled industry (i.e. the lata airlines) marketing approach is meeting and will continue to meet the broader demand. "It is also clear," says the association, "that the new, and even lower, mass-travel incentive fares now under negotiation by the scheduled airlines for the 1973 summer season will go even further towards meeting the public demand and the governments' objectives. "What the air transport industry needs is a period of stability, with a clearly defined and internationally agreed regulatory framework covering the whole market— 1971/1972 NORTH ATLANTIC TRAFFIC 1971 Market 1972 Market Passengers share (%) Passengers share (%) (million) (million) lata scheduled 7-53 66-67 9-30 71 30 Non-lata scheduled 0-30 2 66 0 30 2 30 Charter 346 30-65 3-44 26-40 Total North Atlantic 1129 lata charter 106 Non-lata charter 2-40 Total 3 46 lata scheduled 7-53 lata charter 1 06 lata total 9 59 100 00 9-40 21-30 30 70 76 00 13 04 1-27 2-17 3 44 9-30 1-27 10 57 100 00 9-70 16-60 26 40 81 00 Source: lata. scheduled and charter. If any sort of economic sense is to be maintained, it is probably essential for the govern ments to set minimum floor prices for the charter opera tions. Without this, the whole industry may be in for a \Q24 HAIOT0AYS period of profitless growth and severe economic penalties." The drop in charter traffic on the North Atlantic can probably be attributed, at least in part, to the more stringent enforcement action taken by the CAB, the CAA and the Canadian Transport Commission from the spring of 1972 onwards against illegal affinity-group charters. TRANS-ANTARCTIC SERVICE? THE pioneer airline on the polar route between Europe and the US West Coast—SAS—has been approached by LAN-Chile, which wants to draw on the 18 years of SAS polar experience with a view to starting a trans-Antarctic service. This would run between Santiago and Sydney. The distance is about 5,700 n.m., 10,500km, giving a 15hr flight. The problems are almost identical to those of the northern-hemisphere polar route, except for some lower temperatures and stronger prevailing winds. Inertial navigation will be used. The SAS flight-operations department has planned the proving flights, which will start from Punta Arenas in Southern Chile. The existing runway will need extending to allow the DC-8-62 to take off. An intermediate landing is planned at the McMurdo Sound US Air Force base in the Antarctic, which has an ice runway about 9,800ft, 3,000m long. MNJEFLYG F.28 PREPARATIONS SIX Linjeflyg captains have been trained as instructors on the F.28 by Braathens, and they have now started running conversion courses for the 40 pilots selected to fly the type, which goes into service with the Swedish domestic airline on June 15. The three F.28s will be used on Stockholm-Helsingborg and Bromma-Umea services. Later, Sundsvall, Visby, Kalmar and Halmstad will be added to the network. Linjeflyg has permission from the Swedish Government to use jets for a test period of three years. This decision was made against strong opposition from people living near Bromma Airport, Stockholm, which is to be the F.28 base. JAPANESE DEBATE YX FINANCES THIS was to have been the year in which the Japanese YX medium-range airliner gained a new lease of life, but the current negotiations for funds between the Finance Ministry and the Ministry of International Trade and Industry may dim its prospects once again. Viewed from outside Japan, the YX project appears to have been absorbed into the series of studies being undertaken by Boeing, under the general designation of 7X7. For the coming 1973 fiscal year Miti is asking for $187 million in orders to make a start on the project in co-operation with Boeing. The Finance Ministry, however, is raising its old objections that technological, financial and other aspects of the YX are too risky to justify the outlay of Government funds. Below, the first TriStar for Court Line is now beginning its flight-test programme at Palmdale. Left, the British Minister for Aerospace and Shipping, Mr Michael Heseltine, "launches" the aircraft
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