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Aviation History
1974
1974 - 1892.PDF
726 FRENCH AVIATION TODAY steps have there been no problems. At present passengers are limited to using just one door in the forward end of the aeroplane and the problem is often exacerbated by the use of the door giving access to the first-class cabin. The occupants of that part of the aircraft are usually not over-happy when their area is invaded by over a hundred tourist-class passengers. A 20min delay in boarding may be acceptable at the beginning of a long-haul flight but not to passengers flying short distances. During the period from May to September, 431 flights were delayed because of "police procedures and boarding". It seems that Euro pean airports are less prepared to accommodate the A300, the first really short-haul wide-body, than they were to handle the early 747s. That the A300 has been brought into service with far less fuss and fanfare is perhaps a compliment, but it seems to have meant that the infra structure was not as well prepared as it might have been. The technical reliability of Air France's Airbus fleet may partly result from low utilisation. In June the first aircraft averaged only 3hr 12min a day. In July the aircraft utilisation rate increased to 5hr 16min but declined to 4hr 55min in August and 4hr 50min in September. By next year daily utilisation should be up to 7hr 30min. Average flights times are short, however. From the date of entry into service to the end of last month there were 1,252 take-offs but the total number of hours flown reached only 1,274. Short-haul operation is the most punishing of airliner tasks. Engines are run at full power more frequently and for a longer total period than in any other case. Systems, undercarriages and high-lift devices are exercised more often. Air France admits to being a little chary of being the first operator of a new type buit it appears to have been pleasantly surprised by the way in which the A300 has fitted into its operations. Despite the fact that the first aircraft had to have an engine pulled at Heathrow during the early days of operation, it is particularly happy with the CF6. This engine is already flying on the DC-10 but is new to the airline. There have been two in-flight shutdowns since May and three un scheduled engine removals. The moving average for unscheduled engine removals for the last three months is 1-05 per 1,000 flying hours. Spares support Of particular importance to Airbus Industrie is Air France's reaction to the manufacturer's spares support performance. The credibility of the A300 outside Europe will benefit if the first customer for the type is seen to be well served by Airbus Industrie's Support Division. AH spares requests have been treated as AOG (aircraft on ground) demands by the manufacturer although there has only been one genuine AOG situation so far. In the past Air France has publicly criticised the lack of continuing contact between it and Airbus Industrie (and every other European aircraft builder). It has said that the basic design of the machine was arrived at with out consultation with the airlines but it is now talking about taking up two of its ten options. These aircraft are likely to be B2s, the same as those currently operated, although there may be a need in the future for the longer- range B4 for use by the carrier's charter subsidiary, Air Charter International. Air France is now talking about the financing terms for its second three aircraft. "We must find an acceptable solution," says Lalanne; "it is very im portant that the terms we get are competitive with those offered by the Americans. We must obtain the same terms as other airlines." Also under discussion are the likely delivery dates and financing terms for the seventh and eighth aircraft. These are now referred to as "second buys" in the style of Lockheed. The total number of A300s that Air France is likely to need over the next four or five years is at present uncertain. The lack of growth in the intra-European passenger market may mean that the A30O is too big for routes that might have seemed a good prospect a year ago. But the fuel economy of the design FLIGHT International, 21 November 1974 and the fact that it is easy to maintain could help counter the twin tides of increasing fuel and labour costs. Much will depend on the extent to which Air France's 20 727-200s can be moved down to replace Caravelle 3s on the less busy routes. There is already a tendency to cut frequencies on those routes which are well served. Potential passengers are not likely to complain if they are offered a departure every 45min instead of every half hour. The freight market, currently healthier than the passenger scene, could well provide useful revenue for Air France. Each flight offers the airline a chance to move 8 tonnes of freight in containers compatible with those used in the 747. Air France has traditionally been cargo-oriented and the A300 fits in well with its cargo marketing philosophy. The low direct operating costs of the design would appear to make it attractive as a means of exploiting the charter market, but at present there are no French tour operators, except Club Mediterranee, which are big enough to fill the aircraft. The routes from Paris to Madrid and Barcelona, due to be opened in April and July next year, are aimed largely at the tourist market although, says Lalanne, there will be a fair number of high-yield passen gers. Tourist fare packages are being worked out in order to help fill the aircraft. The airline is confident that a suitable formula will be arranged. The bulk of Air France's selling effort for the Airbus is direct although travel agents are by no means ignored. Much use is made of advertising in journals and news papers and, for the first time, radio is being used as a selling medium. Being stressed are the A300's "ecological" qualities. It is presented as being a "good-neighbour" air craft, quiet, clean, and sparing in its use of fuel. Comfort figures prominently in the sales pitch: the overhead bag gage bins are emphasised, as is the fact that no passenger is more than two seats from an aisle. This will also be a selling point when the A300 is in competition with the big trijets. There will be a lot of airlines looking closely at how the A300 shapes up against British Airways' TriStars on London-Paris. The statement by Iberia to the effect that it does not want to take the four B4s that it has ordered does not appear to have affected Air France's Airbus plans. The Atlas group simulator will remain available in Madrid if Air France finds that there are not enough simulator hours available at Aeroformation (the Airbus Industrie training organisation). If Iberia does not take the aircraft it will mean that Air France's spares investment will have to be increased but such problems appear to be regarded with equanimity. There are now 14 crews cleared to fly the Airbus and a further 14 should be trained by the beginning of next summer. Conversion training takes six weeks. Cabin crews are not restricted to the Airbus but may find themselves working on board any of Air France's short-haul aircraft. Those that Flight has met on the aircraft say that it is easy and comfortable to work in, although they admit to having some problems with a full aircraft during a one-hour Paris- London flight. Air France has, perhaps, always been a slightly conser vative airline, but it is vigorous in its promotion of Airbus. This enthusiasm seems to extend throughout the airline. There are a lot of jobs riding On Airbus; if the balance sheet reflects well on it, and Air France seems to think that it will, then they will be assured. AIRBUS IN SERVICE WITH AIR FRANCE (May 23 to September 30) Number of flights 1,252 Flight hours 1,274 Delays caused by: enoines 6 hydraulics or electrics 5 other technical 41 air traffic control 12 police procedures and loading 431 Overall despatch reliability to 15min 62% Overall technical despatch reliability to 15min 96 (includes ground equipment failures) Technical despatch reliability to 15min excluding 97% ATC delays but including ground-equipment failures
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