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Aviation History
1973
1973 - 0491.PDF
FLIGHT International. I March 1973 283 t 1 : Lack of statistical "visibility" can be as damaging to efficient airline operations as can low atmospheric visibility a target load factor of 75 per cent specified in the bilateral agreement, provides an example of this problem. The fourth public-interest statistic is punctuality— usually defined as the percentage of arrivals within 15min of scheduled time. Because of the apparent amount of "recovery time" in many timetables it nfight be relevant to redefine punctuality as the percentage of departures within 15min of scheduled time. Productivity indices and cost data The Edwards Committee found difficulty in establishing the comparative productivity of British airline staff, using the conventional indices of capacity ton-miles and load ton-miles per employee. Nevertheless, an analysis of the various route networks, using these indices, may be more revealing than looking at the airlines as a whole. This is illustrated by more figures from the October 1972 domestic fare hearing. Another index, used for example by BOAC in its staff newspaper to make comparisons with Pan American, is "passengers per employee." Even though there may be reasons why BEA's absolute level is lower than the other airlines, it is difficult to explain away the lack of progress since 1965. The rise in productivity that Edwards was promised has not materialised. An ingenious measure devised by the transport develop ment unit is capacity ton-miles per unit staff cost, the costs being corrected for the effect of inflation. Taking 1964 as 100, the 1970-71 index for BOAC was 107; that for BEA 84-8. KLM achieved 167; Swissair 123; TWA 117; and the US trunk lines, including Pan American, 135. BEA pilots are perhaps unlucky in that, at least until last year, detailed productivity figures were published, and these were published in graphical form in Flight for June 29, 1972. They showed that between 1957-58 (when the basis was changed) and 1970-71 the average duty hours per year for a captain—including an allowance for leave and sickness—had fallen from 1,640 to 1,371, and flying hours had dropped from 564 to 458 per year. About 10 per cent of the pilot strength was omitted in calculating these figures—presumably training and management pilots, and those newly joined. Detailed cost data for each aircraft type, and each operator, similar to the CAB data are important to aircraft manufacturers, as well as to assess the costs incurred by the airlines. Financial data The Department of Trade and Industry Business Monitor has published balance sheets and profit-and-loss accounts for the British Airways companies and some, but not all, independent airlines since 1968, but those for 1970-71 were not published until late in July 1972. It is to be hoped that the CAA will be calling for prompt quarterly data, or even monthly figures from any "shaky" companies. These data will tell the authority where to concentrate its safety inspectors. An interesting example of how financial sur veillance can provide a measure of safety information comes from graphical records kept by one engine manu facturer of customers' spares consumption (primarily as an infallible method of credit control). The pictures provide a guide to the airlines that the prudent traveller should avoid. Other safety statistics will continue to be required, and the publication of the economic data in a new format perhaps gives an opportunity for a review of this area also. Traffic flow data Again, the Business Monitors provide useful data, which would be more valuable if they were published more promptly. The detailed UK domestic route-by-route figures for 1971 appeared in August 1972, and the less detailed quarterly figures to June 1972 in November of that year. Route-by-route load factors are not given, but should be. The series also embraces data for each airline, including aircraft utilisation, freight and airport statistics. The Icao data gives service-by-service load factors for each airline's international routes, albeit many months after the event. These figures are needed to measure the adequacy of service on each route. The CAA's Monthly Statistics is to include commentary. If the figures are prompt and plentiful (and the commentary outspoken) the new publication could play a valuable role in pressur ising the airlines to improve their performance. • Quieter things to come By J. H. H. GROVER I T is A GENERALLY ACCEPTED fact that, in most things, what is done in the United States now is done in Europe a few years later. Thus the significance of a new report just published in America should not be lost in the United Kingdom today. The report in question is the long-awaited result, and the findings, of the Aviation Advisory Com mittee.* This body was set up by public law in 1970, charged with the formulation of recommendations of the long-range needs of aviation. These needs included airports and a national airport system plan, land useage, ground access, the airways system, air services and compatible aircraft. The commission was to report to the President and to Congress. Its composition was interesting, and is an example to others as to how such a highly complex and technical subject as aviation should be dissected and deliberated. Far from including politicians, the commission *The long-range needs of aviation. Report of the Aviation Advisory Commission, Washington DC. consisted of nine individuals, of which two were state aeronautics officials, one an airport operator, one a partner in a firm of lawyers and another an airline president. There was a helicopter operator's chief pilot (a woman), the chairman of a large airframe manufacturer, the president of a firm of architects and planners, plus a representative of the inevitable amenity society. Probably the mosf important of the points that the commission tackled was that of airports and the environ ment. In the United States, airport expansion suffers from an advanced form of thrombosis. Under two separate Acts, one citizen alone can hold lip Federal financing for at least a year. An example is given in the report showing that it was not sufficient to show that an improvement to a taxiway at Boston Logan would not harm the environment. It had to be shown that it would improve it. Thus airports, noise, and other associated problems became a major facet for examination, and subsequent recommendation. One interesting solution to the growing congestion at the
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