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Aviation History
1989
1989 - 0083.PDF
tion. It is also the target date for the Single Market, which abolishes internal duty-type taxation. There will therefore be no need for "domestic" Customs or, significantly for airports, airlines, and intra-Community travellers, no duty-free goods. The abolition of duty-free concessions would represent a tremendous revenue loss for the airports, which would have to be made up in some other way. BAA, for example, which is restricted by Act of Parliament to the rate at which it may annually raise its charges to airlines, is cleared to apply to the Govern ment for permission to raise its charges more substantially to make good these losses. Sir Norman has said that landing charges would have to increase by 20 per cent. The industry believes that duty-free sales to intra-Community passengers will survive well beyond 1993, however. The planned abolition is part of the grander scheme to harmonise Community taxation, and the complexity of the task and the requirement for unanimity at the Council of Ministers, means that its targets are expected to slip. In the whole of Europe only one important hub city is having a brand new airport constructed from scratch: Munich. Grandly called "Munich II", the new airport is expected to be operational in 1992, when the current Munich Airport will revert to general-aviation use only. Europe is not the only part of the world Adverse weather can reduce an airport's theoretical runway capacity considerably where it seems that new airports are not seen as the answer to a need. Denver is the only major hub city in the USA which is con structing a purpose-built airport on a greenfield site. Sydney, Australia, has been deliberating for many years over a solution to Mascot's inadequacy. There will be a new airport, but the arguments about it still rage. The USA, however, seems at least to be practising visible, sizeable investment in improvement at its major airports. In every state from Alaska to Florida airports are pumping money into improved facilities, yet the industry complains that the number of runways is not keeping pace with the growth in air traffic. Advancement in the capacity of air traffic control systems has to go hand in hand with investment in greater airport capacity; one without the other is a waste of money and a destroyer of investment incentive, since a bottleneck is simply created elsewhere. Ultimately, the efficiency of the infra structure which dictates the size and effi ciency of a nation's air transport industry is directly influenced by the national govern ment. The government can choose whether to exercise its influence or not. rj ANOTHER LINK TO FURTHER SAFETY The Saab Friction Tester, SFT, is a Saab-Scania con tribution to airport safety. Now servicing airports all over the world, it is mentiottttttn thfggfficial mammk ofjhe ICAO as well as in theTAA Advisory Ctftular. 0* •»~~~™*>'™- The aircraft crew must receive up to date information concerning runway conditions quicker, to enable them to make the correct decisions for a safe and correct take off or landing. With increasing air traffic Snd higher aircraft weights, the need for prompt information has grown in importance. So we have developed another link to further safety, a radio link that will transmit your runway condition straight^ the TWR from the SFT. Directly after a friction test, the data measured can be transmitted to the TWR where it is printed out. Only seconds after transmission, the traffic controller TO charge can see with own eyes the runway status. Ne risk for misunderstanding.' Leaders in specialized transport technology Saab Car Division, S-611 81 Nykqping, Sweden. Phone Int. +4615544000, Telex 64018 FLIGHT INTERNATIONAL, 14 January 1989 2>
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