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Aviation History
1967
1967 - 0003.PDF
FUGHT International, S January 1967 AIR TRANSPORT THE DC-9-20 THE Series 20 DC-9 ordered by SAS (see last week's issue, page 1083) is a variant designed for operation out of smaller airports and in conditions such as those met by SAS and Iinjeflyg in Swedish domestic and intra-Scandinavian services. It combines the high-lift wing of the Series 30 with the shorter fuselage of the original Series 10 and is powered by the P&W JT8D-9s (15,0001b thrust) of the later variants. The Series 20 for SAS will be laid out for 80 passengers in a mixed-class arrangement; the Series 40 for the airline will accommodate 99 passengers in a mixed layout. The full passenger load of the -20 can be carried over stages up to 400 n.m. and this variant will be able to operate out of all except one (Alta, in Norway) of the Scandinavian airports at present served by SAS and Linjeflyg. BOAC's DUTY? BECAUSE of expected shortage of capacity to deal with the traffic in 1968, BOAC is to use its third convertible passenger- cargo Boeing 707-336C on passenger services for about a year following its delivery in November. The two -336Cs at present in service with the airline will continue to be operated only on all-cargo services and BOAC is removing the passenger fittings to give increased capacity. In the changed circumstances, import duty will presumably now need to be paid on the third -336C. This information was given to Flight by BOAC last week when we asked the airline for a statement on the present and likely future roles for these so-far duty-free cargo aircraft (see leading article in this week's issue). Here is BOAC's state- ment:— "A third Boeing 707-336C is to be delivered to us next November.We plan to use this aircraft on passenger services for about a year to meet the traffic growth of 1968. It will then revert to its all-freighter role as more passenger aircraft, already on order, are delivered to us. The need for an extra passenger aircraft in 1968arises directly from the loss of our 707 at Tokyo last March. We tried to obtain earlier delivery of a Super VC10, of which we havenine still to come, but this proved impossible. We also tried to obtain either a VC10 or a Rolls-Royce-engined 707 from some otheroperator, but without success. We have therefore advanced the delivery of the third -336C by nearly a year. The two -336Cfreighters we are operating at present came to us with hat racks and other passenger fittings, since these aircraft are sold as con-vertibles. We have decided to remove these fittings to give the freighters more volumetric capacity, since we do not envisage theirever being used in a passenger role." Asked about the question of import duty on the third -336C, BOAC said: "Duty is a matter for discussion with the Board of Trade. We have been given no indication that we shall not be required to pay duty." QANTAS STRIKE SETTLEMENT AFTER 27 days of bitter in-fighting on both sides the Qantas strike was settled on December 21 when 488 pilots met in Sydney and accepted settlement terms. The first service after the strike; from Sydney to New Zealand via Tasmania, was flown on December 23, but services to Europe did not start until after Christmas. Under the settlement both sides have agreed to negotiate a new pilots' contract which will come into effect in March. Five representatives from the airline and five from the pilots' federation will negotiate revisions to the seniority system, the method of pay (e.g., flat rate, aircraft type differentials, or by the flying hour), and the system of London postings whereby pilots spend months away from their home base operating services out of London. The negotiating committee will be led by an arbitrator who is to be acceptable to both sides. If no agreement can be reached on the choice of arbitrator the Government will be asked to choose one. The arbitrator's duty will be to mediate if the two sides fail to reach agreement Associated with the settlement, the pilots receive pay awards amounting to between 26 and 30 per cent increase on present salaries. In return they have promised to co-operate with the Qantas management in full to achieve higher produc- tivity. This might include such methods as agreeing to drop, on some routes, the specialist navigator now carried. In order to improve relations between pilots and management the settle- ment also provides for the establishment of a senior captain, nominated by the pilots' federation, who will act as a day-to- day liaison officer between the two groups. He is envisaged as having access to the airline at board level in the event of any differences arising. On the crew complement question and the Djakarta issue the pilots appear to have substantially won their case. The settle- ment provides for a two-pilot/flight engineer/navigator (i.e., four-man) crew on the Sydney-Tasman and Sydney-Noume'a routes and specifies that training methods of these crews The Piper Aztecs operated by Trans World Airlines and Piper Twinair Gt Britain on the new executive service from London Heathrow (see last week's issue, page 1084) are provided by McAlpine Aviation but are in Twinair colours. The on-call flights are operated within a 200-mile radius of Heathrow
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