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Aviation History
1973
1973 - 1489.PDF
FLIGHT International, 31 May (973 836-837 Right, one of the first two of Dan-Air's BAC One-Elevens at Luton. The original two ex- American Airlines 400s have been joined by two ex-British Eagle and one ex-Bavaria Fluggesellschaft aircraft craft, but before operations could start the three aircraft had to be returned from their previous owner, Japan Air Lines, to the manufacturer for extensive modifications to meet British Civil Airworthiness Requirements. The major change involved the design and installation of a full stall- protection system, consisting of a stick pusher, a stick nudger and an independent stick shaker for each pilot. The airline admits that Boeing was keen to find a British customer for the 727 but maintains that the "major cost burden" was carried by Dan-Air. The airline hopes to acquire two more aircraft for the 1974 season, and there after one a year. For the 1973 season the charter fleet will consist of the two Boeing 707s whose capacity will be split among Atlantic operations, inclusive tours and ad hoc charters; three 727s, the first of which flew its initial revenue service from Manchester to Alicante on April 13; five BAC One- Eleven 400s, two of which will be based in Berlin; and 14 Comets. The airline considers that its main strength in the inclusive-tour market is its ability to offer a selection of aircraft—ranging from the 189-seat 707 to the 89-seat One-Eleven 400. The Comet and 727 seat 119 and 150, respectively. The chairman of Dan-Air, Mr Frederick Newman, told Flight that the airline sees no major advan tage in buying shares in or owning tour operators, although the parent group owns a small travel agency—Davies & Newman Travel. "Tight commercial management" can overcome the block charter problems that have bedevilled other airlines, says Mr Newman. He maintains that "the city background" leads to mutual trust that can allow an airline and a tour operator to set up a contract for a period of several years, which is still flexible enough to allow either party to alter the terms of the relationship if it feels that unforeseeable circumstances have led to a financial situation it cannot accept. The problems that many carriers have experienced in this field may stem, says Dan-Air, from inexperience on the part of the airline or of the tour operator. A binding relationship does not have to be a rigid or inflexible one. As proof of this the airline points to several "medium-term" arrangements it has made. Dan-Air thinks that the holiday charter market will continue to grow for at least another five to ten years —one of the main attributes of the BAC One-Eleven in the eyes of the airline is the fact that it is small enough to use for developing new markets. It can be used to open up new holiday destinations, or alternatively can lift small groups economically from provincial airports where a Comet or a 727 would be unable to show a profit. For this reason, therefore, acquisition of more One-Elevens is by no means ruled out. Dan-Air's equipment is organised on "cost-centre" lines, according to aircraft type. Each fleet is financially separate and accountable to head office both operationally and technically. Thus, while all selling is centralised, mainten ance of any aircraft by Dan-Air Engineering is chargeable to the appropriate fleet. For the time being, aircraft of much above 200-seat capacity are thought to be too large. It is all very well, says Dan-Air, having an aircraft that Above, a Comet 4 at Catwick; Dan-Air's first jet type still carries the bulk of the airline's inclusive-tour passengers and will continue in service for some yeors until it is finally replaced by the 727. The airline has operated a total of 28 Comets since putting the aircraft into service in 1967. Below, the Ambassador provided Dan-Air with the opportunity to enter the inclusive-tour field. In later years the aircraft were employed on the "Link-City" routes and on scheduled services to destinations as far afield as Norway
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