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PAN AMERICAN AIRWAYS SY'stem ROUTES 1Od SCHEDULES EFFECTIVE DECEMBER 1 , 1931

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PAN AMERICAN AIRWAYS SY'stem ROUTES 1Od SCHEDULES EFFECTIVE DECEMBER 1 , 1931 PAN AMERICAN AIRWAYS SY'STEM ROUTES 1od SCHEDULES EFFECTIVE DECEMBER 1 , 1931 -- February, OUAYAOUll ANTOFAGASTA • ICHlDUUD ST Ofl'S PORT AU ,..IMCE rs O' STOfl'. 9JH. A.HD wtD. lA * DUIUHO WlNTU SlASOH. AUCTION SALE Prize-winning Italian Colonies Air Mail Collection (Silver Medal Fipex, New York 1956) PROPERTY OF MR. SEBASTIAO AMARAL Contains, beside other rarieties, 97 items, all possibly unique. FREE CATALOG UPON REQUEST Please Write Via Air Mail SOCIEDAD FILATEUCA DE MINAS GERAIS Caixa postal 158 Belo Horizonte, BRAZIL • Jets • Sputniks AIR POST NEW ISSUES • "I. G. Y." • Arctic OF THE ENTIRE Antarctic • WORLD • Expeditions • Rockets • U. N. - N. Y. PAMPHLET UPON REQUEST • Ghana - BEAUTIFUL COVERS - ASK FOR A SELECTION TODAY Nicolas Sanabria Co. Inc. WALTER R. GUTHRIE A. MEDAWAR, PRESIDENT P. 0. BOX 390 521 Fifth Ave., New York 17, N. Y. TUCSON, ARIZONA THE AIRPOST JOURNAL The American Air Mail Society ~ J:IJrpa.!!ilT A Non-Profit Corporation Incorporated 1944 1923 .Jaurne11 Organized Under the Laws '\'-,: -,,,,~~.,,,,"""---- .. of Ohio '~ PRESIDENT Official Publication of the Robert W. Murch 9560 Litzinger Road AMERICAN AIR MAIL SOCIETY St. Louis 24, Mo. SECRETARY Ruth T. Smith VOL. 32 NO. 5 ISSUE NO. 369 102 Arbor Road Riverton, New Jersey TREASURER John J. Smith Contents for February, 1961 102 Arbor Road .}'Uverton, New Jersey A New Airport for New York? 114 VfCE-PRESIDENTS Joseph L. Eisendrath, Jr. Canada: Unstamped Air Letters 116 Louise S. Hoffman Airport Dedications ........................... ··--- 117 Florence L. Kleinert Dr. Southgate Leigh, Jr. Paris Balloon Posts (continued) ............ 118 EDITOR - Other Publications Official Section . ... .. .. .. ................. .. ... .... .... 121 L. B. Gatchell The Art of Pursuing Crash Covers ........ 122' ATTORNEY Airs of the Month .................................... 124 George D. Kingdom Contract Airmail Cover Notes ................ 126 DIRECTOR OF Chapter News ............................................ 130 FOREIGN ,RELATIONS Dr. Max Kronstein Foreign Airmail Notes ............................ 132 AUCTION MANAGER Cities On the Airmail Routes ................ 134 Samuel S. Goldsticker, Jr. Tips By Julius ............................................ 136 DIRECTORS Legal F·ootnotes to Aviation History .... 138 Alton J. Blank Foreign Pioneer Airpost Flights, 1909-14 140 Herbert Brandner Samuel S. Goldsticker, Jr. A. P. J. Ads .................... Inside Back Cover Lester S. Manning Emmett Peter, Jr. Dr. Tomas Terry Earl H. Wellman Horace D. >Vestbrooks EDITOR ADVANCE BULLETIN SERVICE Herbert Brandner Joseph L. Eisendrafh, Jr. 4038 Forest Ave., Brookfield, ID. 350 No. Deere Park Drive, Hii:-hland Park, ID. ASSISTANT EDITORS SALES MANAGER Herman Kleinert Robert W~ Murch 213 Virginia Ave., Fullerton, Pa. Ernest A. Kehr L. B. Gatchell DEPARTMENT AND ASSOCIATE EDITORS MEMBERSHIP DUES R. Lee Black, N. Pelletier, Florence L. Kleinert $4.00 PER YEAR Dr. Max Kronstein, Richard L. Singley williani Dues include subscription to R. Ware, Julius Weiss, James Wotherspoon John THE AIRPOST JOURNAL. Ap­ Watson, William T. Wynn, Frank Blum~nthal, plicants must furnish two ref­ Samuel S. Goldsticker, Jr., J. S. Langabeer. erences, philatelic preferred. At Published monthly at Albion, Erie Co., Pa., U.S.A. least one must reside in Appli­ Entered as second-class matter at the Post Office cants home town. Applicants at Albion, Pa., February 10, 1932, under under 21 years must be guar­ the Act of March 3, 1879. anteed by Parent or Guardian. The AIRPOST JOURNAL is not conducted for Membership may be terminated profit. The Editor, and all others, serve without by the Society in accordance COI'!lp~nsation. Rece~pts . from advertising, sub• with its By-Laws. scriptions and conµ-1but10ns are applied to the betterment of the magazine and the promotion Correspondence concerning sub­ of aero-philately. scriptions, back numbers and The Editor and Officers of The American Air bound volumes, address changes Mail Society assume no responsibility for the and other matters and all re­ accuracy of statements made by contributors mittances should be sent to the Every effort is made to insure correctness of Treasurer. All general commun­ all articles. ications and advertising should Subscrl:ption Rates: $4.00 per year, 35c per copy. be sent to the Editor. Advertising Rate Card available from the Editor FEBRUARY, 1961 PAGE 113 A New Airport For New York by Jack Wagner HE New York International/La Guardia/Newark airport terminals handled almost four times as many passengers and two and one-half times as much T cargo in 1958 as .they did IO years previously. In 1965, they will be called upon to handle almost twice the number of passengers and more than twice as much cargo as in 1958. By 1875, passenger traffic will amount to three and one-half times and air cargo four times the 1958 volume. Passengers Tons af Cargo 1948 3,572,000 68,592 1958 13,451,000 .................... 167,917 1965 24,700,000 .................... 390,000 1975 45,300,000 .................... 680,000 In general terms, it is known that these three airports are handling about 15,000,000 passengers a year and are close to their capacity. For the purpose of airport planning, however, !]:ie 'capacity' of an airport is measured in terms of the number of aircraft that can land and take-off in a given period of time. For example, an airport may be able to handlea thousand landings and take-offs on a day when wind and weather conditions are ideal and all available runways can be used. The same airport would be able to handle only a fraction of that traffic on a day when the weather conditions require all aircraft to use the instrument runways and fly by IFR. An airport must be designed on the basis of capacity limited to the number of aircraft that can be handled on its instrument runway( s) under IFR. The design and capacity of an airport is similarly controlled by the number of aircraft that can be handled with safety and efficiency during peak hours and not on the basis of average or slack hours. Thus the standard measure of capacity of any airport is based upon the number of aircraft that can be handled in a peak hour under IFR. La Guardia and Newark Airports each have one instrumel'lt runway with a rated capacity of 40 movements per peak hour. By next month, New York Inter­ national will have a second runway parallel to its instrument runway; 3,000 feet seperation betw~en the two will allow one to be used for landings and one for take-offs at the same time. This will give the airport a total capacity of 70 move­ ments per hour. The one airport not mentioned up to now is Teterboro ( 225,000 landings and take-offs a year), which serves as an essential link in the regional sys­ tem of handling instructional, business and private aircraft. But Teterboro cannot be added to the rated capacity of the regional airport system even though it possesses an instrument runway, ILS, and approach lights. Its instrument runway ( 6-24) is not parallel to the instrument runways at Newark, La Guardia and New York International, all of which are on the 4-22 alignment. This point and other air space limitations result in the fact that Teterboro Airport cannot have instrument approach paths independent of Newark Airport approaches. Teterboro instrument traffic is therefore required to use the Newark Airport approaches; then it is cleared by the Newark tower to proceed to Teterboro. The Port of New York Authority maintains that the present amount of Teterboro instrument traffic has a negligible effect on Newark, but any substantial increase in that traffic would reduce the capacity of Newark. There is no practical way to expand the capacity of La Guardia or Newark Airport. La Guardia covers only 550 acres, all of which is employed. Newark Air­ port with an area of 2,300 acres, would have sufficient land area to accoommodate PAGE 114 THE AIRPOST JOURNAL another runway parallel to and far enough from its existing runway to permit simultaneous operation of the two runways. Such a runway, however, would have to be constructed on the westerly edge of the airport. According to the PNYA, air-_ craft using the runway would create excessive noise problems for neighbouring communities and, as such, would be unacceptable. New York International, as previously indicated, already has a dual runway system and its capacity therefore cannot be expanded. The case for a new airport in the metropolitan New Jersey-New York area is over-riding. Only with additional runway facilities can the region handle a future demand for capacity above 150 aircraft movements an hour. To determine whether the demand would exceed that figure, it is necessary to transpose the passenger traffic forecasts from passengers per year to peak hour demand. Forecast inference for the New Jersey-New York area indicates that the best estimate of future peak hour demand is as follows: 1965-169 movements per peak hour; 1975-over 200 movements per peak hour. The airport proposed by the PNYA would handle long­ range domestic flights in addition to those using the New York International. A medium-sized airport requires two runways and/or the prevailing direction of flow of air traffic, and a second runway, roughly at right angles to the instrument runway, for use during the period when there is a strong cross wind on the principal runway. Both La Guardia and Newark are in this category. A major airport, which needs additional runway capacity, should have a second set of runways parallel to the first two strips with a minimum of 3,000 feet between the instrument runway and the one parallel to it. New York International has such runways. In order to provide for an additional peak hour capacity of at least 70 air­ craft movements, it would be necessary for the new major airport to have four run­ ways-and, in the Port Authority's opinion, these runways should be at least 12,000 feet in length.
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