THF: IETi137i'RIAL COLLEGE JiFRICA AND AE3FZCAS FXPEDITION

March - November, 1960 i

Do Hyde, M,Sc, (?7ng. ) , D. I. C., A. C. G.I., I. S. G~rtshorc,DI. Sc. (~n~), I D.I.C., B.A,Sc. and I7i.H. Melbourne, Ph.D., DmIoC., B.E.

I Tho expedition travelled overland through Bfrjca and tho Americas, 1 making a survey of civil light aircraft and their activities.

Docomber, 1960.

Page 1.3, Central and North America (.k~ntarenaoto New york) .... 93 l.4* Petrol log ...... 95 Shippifig.....O...... ~...... 97

Land Rover ...... O...... O.O...... O..... 99 Equipment ...... O...... 101

Visas ...O...... O...... O...O...... 102 Customs and Immigration ...... LO4 Tdedical Report ...... OO...... 106

reference^ .~...... O....O...... a...... O lo7 Publicity and Concluding Remarks ...... 108 Financial Report ..~...... O...... 110 B SICNO~TLEDGEEIZ~~:~\TTS .- Tho following organisations and pc~sonnelarc gratefully ncl~now~edgodfor their interest and assistance to the expeditions Society of British Aircraft Constructors, Ltd. Imperial College Exploration Board. Collcgo of Aeronautics,

Aortox Ltd, Board of Trade (commercial Relations and Exports ~epartment). Boots Pure Drug Co. Ltd. British Council. do Havilland Aircraft Co, L-td. Dunlop Rubber Co. Ltd. Edrio Films Ltd. Gilchrist and Fishel: Ltd. Haythornthwaite and Sons Ltd. Johnsons of Hendon Ltd, Lodgo Pluga Ltd. Marks and Spencers Ltd. Murphy Radio Ltd. Oldham and Son Ltd. Photopia Ltd. Remington Rand Ltdo Rover Motor Co. of north America Ltd. Royal Automobile Club. Shell;-Mcx and B.T. Ltd. Thermos Ltd. Unitod Kingdom Infomnatiorl Service, Wolscy Ltd,

J. hato, French Consulate in London, Mr. Amas, Imporial Collcgo. I E. Bolton-King, British Council, I W. E. Caseley, Ministry of Avia,tion Aeronautical Information Service. I I REM. Clarkson, de Havilland Aircraft Co, Ltd, I Niss D. Davcy, British Council. R. E. G. Davios , de Havilland hirzrgf t Co. Ltd. I I F.E. ~uplocl~,Board of Trade.

, Miss B. Falkingham, Imperial College. l1 1 , B.W. Goodinge, Society of British Aircraft Constructors Ltd. I W.E. Grimshaw, Board of Trade. I I I I?. R. Harris, Sollcgc of Aeronautics.

I1 I J. D. Hopping, Rover Notor Co. of North lmcrica Ltd. I 0.F. ltclaren, Dunlop Rubber Co. Ltd. I C. G. B. n!cClure, College of Aeronautics. I I Mr. Uesncr, Bank of Adelaide, A. J. Murphy, College of Anronoutics. H. E, Read, Impcrial College Exploration Board. I. Flobcrtson, College of AcrmauCics. Miss Sherriff, Board of Trado, 1 L. Snow, Shall-Hex and B.P. Ltd. C. S. Gtappard, Board of Tradc. A. Stephenson, Imperial College Exploration Board. A.B.E. Strang, Rover Motor Co. of North lmorica Ltd.

I 1 P, Taylor, Imperial College Fxploration Board. I l!ro Wright, Ba,nk of Adelaide. I H. J. E. Wyld, Royel Automobile Club. '11 Acknowledgement is also madc to the many poople who 1 ganerously extended hospitality and help to the crew during the expodit ion. Ihe Unitod Kingdom Trado Commissions in Africa and the I Comncrcial Sections of %he British Embassies in South America are sincerely thanked for their invaluable help in establishing contacts *(rzq.oi?og) squ't?x~*u: (oq.ynD) 1Cso~q*H (QUIT?) uopxo3 *!A *a pue a8u't?xq.s~,q *dad*T (zed 87) uaITV *a (oBrz~.q.uxqj) uo~urqog"3 '8 (ssx~.~souot~) sy2yjjyxg *I' ' (oopy~or~uo~Q osozo't?q parz xo~Lrz;r,*I '(oxyourzf op org) q.oyITg 01q *(UMO& ads3) Lax3 *I (u~qxrq)qureq *~-~i[ ' (8xnqsamrzqof) aoq.Tog '8 "1 purz ayyooH '3 ((sy~~o~oxd)Lax3 (Aknqsy~q)UMOX~ *!!, (rqozyrz~~)puouda 08'3 (mnprzg) uuynb *p

8 QZnM pahIohur s-pnppypuy oyll *uorq.'t?8-pq.sonuypoTq.n=uoxoa o yq. xo,~ INTRODUCTION . . -- .-.,-.--- In January 1959 the three members of the oxpodition, who were at that time' all doing post--graduate worlc in the acronautics department of Imperial College, decided to investigate tho possibility of ma1cing.a survey of aviation activities in Africa and South .America. In Narch of that year IIyde made application for the John de Havilland Awzrd, a &400 grant which is administered by the Society of British Aircraft Constructors and is in memory of Sir Geoffrey and Lady dc Ha,villandts third son. This money is givcn annually in support of projects related to the aircraf%. indnstry or airline operztion and the cxpsditionls proposal to strrrfiy airline operations in prlmiti7.e and isolatod areas of Africa and South America won for Ilyde the 1959 award. Detailed plans for the c~xpeditionwcre meanwhile being made by all thrco me.nbors. In March 195?9 Kelbourne purchased a 1952 Land Rover for the journey; the British Council and the Commercial Relationand Exports Dopartmcnt of the Board of Trade wore approached to assis%.in contacting aviation: officials in thc countrios to be visited. Through tho latter group United Kingdom Trade Commissioners or Commercial Secrctnrios connected with British Rtnbassios wcre contacted in every area of Africa and South Amcricag those officials provided the expedition with invaluable introductions throughou* the route, In November1959, the proposals for the journey received the authorization and suppor-b of the Imperial College Exploration. Board, and the final name, the Impcrial College Africa and bericas Fxpedition:, was adopted. Erde meanwhile had been mzking an oxtensive investigation of airflold locations and of the existing literature on aircraft operations in the two continents. Tn this work he was assisted by the Ministry of Aviation ilcron~uticalInformation Service and by the Market Research Group of the do Bavilland Aircraft Company. !,ri ri, rofiuit of these investigations, it was decided to concentrate oii .I;llo operations and rcquirernents of light aircraft operators

1lliaa3.n({ .t;lio survey since documentation of those topics was found :1.n ~l~niiycases to be incomplete or out of date, Conaulax. represonthtivss of all tho countries to be visited woro contacteed' and. visas were obtained' for tho African territories, 'I'l1rou~;1itho Royal Automobile Club, the various automobile clubs woro contacted and arrangements vwre mads for the temporary :I,mgoxtstion. of the car into the countries concornod. The Land llovor itself was mcanwhile reconditioned and modified for the ;I ournoy. The expedition: loft London: on Xarch 16, 1960. --DESCRIPTION OF THB EXPEDITION ACTIVITIES Gibraltar was roached one week after the expedition's departure from Londoiz and the crossing to Tangier from Gibraltar vias rncde without difficulty. 11orocco was in e state of emorgcncy at this tino, and some 14 police barriers were oncountcred along the route; at these barriers, a few questions were asked and passports examined boforc the road v?as cloered for the vehicle, At Tlemcen, oil -the l\liorocco-Algeria border, security forces thoroughly chcclrod. the. vehicle arid tnzvel documents, a 2*hour procedure. 3ue to the rebel activity in Algeria, guards wore stationed in alrflost every village ~,r.:ilthordcrs to enforce a strict4 curfew. on travelling at nigh+; canping was consoquerrt;ly forbidden and the expeditioniwas forced to find hotel accommodation. This. curfcw oxtcnded only through Northern Algeria, and was not enforced at Colom0. Becha:, reached thrco days after entering Algeria. This coKtrc marks the start of tho Sahara Desert crossing, although scvcrallarge oases lie betvnecn it and tho heart of the desert itself, and it is thcreforo at Colomb Bochcx thct papexs rclatea to the trans-Sahara journe:r must bc checked. h long tedious dotour bctv~ccnColomb Yochar and Beni Abbes brought us near Adrar, on the outskirts of the dosere sands. Since arriving in ilfrica, wo had scerr mostly militery aviation activity! these operations were quitc oxtensivc, due to the French atomic centre at Reggan es v~cll3,s to the gcnerally high lcvel of French military action throughout Algcria, This activity was not included in our survey, which was restricted to civilian aviation, At lldrar, we waited three days to join a convoy of large trucks, thoreBy avoiding an insurance promiurn levicd on all lone tr~.vollcrs, Our convoy of 4 vehicles liad a compulsory escort of two military nnnourod cars for thc part of,thc journoy nerr Roggan; thcse loft us some 80 kilomctcrs south of thc atomic centre. 'I'l~rj 'I;rc~olcwas marked from Rcggan to Tessalit, on the southern edge 111' 'l,llo ilosort, by 20--litre drums placcd at 5 km. intervals, and the r~rili(l ovor which no travelled was soldom soft enough to neccssitatc 1,110 uno of 4-whc~l drive, Pctrol was pickod up at Balise, Bidon V, iI'~~r~rinLitand Anef is, by arrangement with the Medittcrane-Niger Ocll~~pnnyjwatcr was available only at Tessalit. The convoy trucks wore loft at Gao where the Niger ~iverand ,I,rt:~yyosprasding fig trees made doliglitfully cool and pleasant nrimping conditions. Unfortunately we dr~nkthe Nigor water vrithou'd. :I':l.rnt chlorinating it znd- thcrcby contracted. dysontry, This r~:I.l.mont did not imped.o our progress grcatly howover and we reached N:l,rtmoy on April 13th, ncerly onc month eftcr leaving London. Thb U. K. Trade Commissioner. in Kaduna, the administrative or~pitalof Nigeria, had been contacted by tho Board of Tradc a:aenrding our expoditio~x~and wo spex-b two busy days there wit11 Mr. J, Quinn, the Acting Trade Comrnissionc~. The aviation picture wna complcltcd by a short stqr in Kanog here we learned from Nigcrian Airways of their r~~uctionsin fleet and in dornestic flights an& of! %ho generally disappointing development of native traffic in Nigeria. Tho road througli the former French Equatorial Africa, a1though vow rough and rocky, passed through many small interesting native villages, Wc! saw a few of tho natives from the "bananat' tribe who, unaffected by the approach of civilization, wear no clothos whntsoevor, \r?o wero fortunete to meet and spend a night with an Alnorican Baptist missionary and his family at their mission station nonr Fort hrchamboult, and learned much from them zbcut the natives of the district, Ferry barges, sometinos crudely constructed, afton act as substitutos for expensive bridge^ in the Congo and corry trucks and pooplo from bank to bank;. Vihilc crossing on one of these barges at Bondo, vro woro suddenly lashed by tho mind-driven rain of a violont tropical stom with its brilliant sheets of lightning and loud thunder. To our amazement and consternation, all the natives manning the ferry lcft their posts and crowded cxcitsdly into thc :mall engine room out of tho rain. The bargo mcan.while drifted rapidly do~mstroarnand finally ran aground on a mud bank. Soon thc raln and wind ccasod as ~.bruptlyas they had begun, and tho natives, qulto unabeshed by their frightening dcscrtion.of a few minutes beforc, chattered happily amongst thornselv~sas they bcgan thc job of refloating the barge. 11 short time later we thankfully drove ashore and stnrtcd cutting

OUR way through tho bamboo which had been blown over thc road, At ldu, on the Congo bordcx, we had boon mot by a friendly intelligent Congolese Customs official, who gzvo us a largo juicy pineapple. Howcvex the elections which prccccdcd tho independcnco of the Congo were only a few weeks away, and anti-white political broadcasts and reports of general unrest combined to give us an unczsy feoling ~llboutthe conditions which we .wculd find in the largo northern contrc of Stanloyville. On the road, near tho city, a -tree presumably blown dotvn by a recent stom, blocke8 our path and a largo group of blacks surroundod our car as wc stopped to investigate, The troc had been cut into sections, but had not boon rernovcd from the road, and wo realizcd thct tho natives were stopping all vohiclss By this simple road bloclc, Our lack 02 fluent French, our vigarous rcrnoval of tho tree from the road, our right-hand drive vchicle or our gif% of a fcw coins may have surprised thcm however, for thcy let us pass through withour, difficulty eftcr a few rninutcs discussion. In Stanleyville v~ohcard, but did not witness, a political domonstrction which followod a visit to tho tom Ey ItiIo LwnumT1n. In tho city we c2mped for one night behind a Roman Catholic school and learned of tho tcnsc situation in the Congo from one of the toachcrs thcrc, Wo lcft tlic city the following morning and safely crossed the bordex into Uganda somc threo days later. While in Stsnleyvillo however wc spokc with sovcral airport officislls and WII~Bnmazcd ct the nmbers of whitcs lezving tho country by air In tho face of tho forthcoming indepcndoncc. L11 Szb~na'sflights 011.1; of tho Congo wcrc, so wo wcrc told, complotoly bookod up for 41 nox-t f ivo months . In Fast Africa we found a gro2.t dcal of light aircraft tlomGivity, aizd were particul~,rlyintorcsted in thc extensive chartox ol)orntions bascd on Lake Victoria and at Ncirobi. stayed for Ebliroc nights at Lake Naivasha in tho becutiful hcmc of Captain S3.L. I'laclarcn. Here we installed a ~ompletcncw roar spring on 'tho Rovtr in an effort to avoid further rcm suspension trouble - c1.t that point we had broken and replaced a total of ton roar rlpring lcavcs. Intcrvicws in Nairobi wcrc quickly and off iciently nrrangzd by the U.K. Tradc Comnissioner IJr. C. E. Dymond. In

Tnnganyika V[~Cstoppcd briefly at 1,bcya to vmtcll an intcrcsting oporation of Wcnela, tho TJitwatorsrand Native Labour Association, who transport nativc lsbour by air from ccntroe in Tanganyika and tho Fedoration to tho Johancesburg district for 18-nonth terms in tho mines. Shortly aftcr entoring tho Central African Fodoration, we *book tho opportunity of visiting two of fifricats most fcmous eights: Keriba dam and Victoria Falls, Both these attractions loft us with unforgettable i~prcssions,and wc folt that the reputations which each enjoy arc quite justified. Botwcon Victoria Faells and Bulav~cyo, we drove for sone 80 nlilos through tho Nankio Gamc Rcscrve and saw a largc vcrioty of wild gcmo including giraffe, clcphant, buffalo, impala, kudu nnd wild.cbosst. In Salisbury, wo camped in a lir'inicipal camp site, hcre hot ahowors wcrc a wolcornc chnngc from our usual lcss clzborate washing nrr8ngcmcnts9 and wore wcll worth thc five shilling fee for our site. Shcll officials in Salisbury who had boon contcctcd by tho London office rcg2rding our arrival, gzvc the I Land Rover a complete oil changc and took us to lunch. Intcrvicws wore arranged through U.K. Trade Commissioners at Pretoria, Johanncsburg, Durban and Capc Town in South Lfrica; in 60th Johanncsburg and Capc Town we stayed in university

residences with little or 110 charge, as guests of the university. The arrangcmonts for this accommodotion wero made on arrival, and were possible only through the kindness of tho South Africans whom wc met. Press intorviews were arrnngcd by the U.K. Information Service in all of those centres except Pretoria, end we were the recipients of a grcat deal of hospitality from tho Trade Conlmissioners and their associatcs. Hignlights in the aviation field were a demonstrztion flight in a series J2 Boll 47 at Pretoria and an absorbing day touring South African Airwayst main base at Johannesburg

wifh tho General Manzgor, Col. J. Louw. ' Tho "garden routo" , as the road along tne coast between Durban and Cape Tom is callod, providcd us with a particularly enjoyable few days. In light aircraft operaticns in South Africa, as in Eaet Lfrica and the Federation, Ccssna and Pipcr machinos aro preferre8 to other makes, although ot~eratorawould buy a British model if a suitable one was availsblo. Extensive executive flying by the largc mining houses and cropspraying add diversity to tho usual charter operations, Sincs the ship on which we were to sail to South America was five days late in arriving at Capo Town, we had some froe time in that be~utifulcity and spent it in writing reports and lotters and in sightseeing and climbing on Tablc l~lountain, We sailed from Africe aboard tho Royal IntcrOcean Lines' ship 1l.V. Tjisadane on July 5th, , lgC0. 3n board the Tjisadane were 200 Japancse immigrants travelling to Brazil, end the Dutcn ship's officers and Chinose galley crew, togcthcr with the multi-racial group of passengers (there wero even a few Vfiito ~ussians)gave a really international flav~urto the \I( IJII,~TO. Our socond class qucrters wcrc comfortable and our

IIIII~L:~n vmrc good; dock games, reading and writing wore pleasent ~\l~ru~(yosfrom the overland travelling cnd interviewing to which

WII 11rbd bo~omeaccustomcd in tho prcvious throo n~onths. On ono show rtnonnion we gave a colourslids/to the Japancso passengers and wora nstonishsd by the way that tho interpreter anplificd our r 1'1 l,~])locon~rncnts about the African picturcs into lengthy floods orf' Jnpznoso! Hydc and Gartshore disembarked'at Rio dc Janeiro, leaving n~alhournoand thc Land Rover on board to continue to Buenos Aires. 'I1llj.~division of tho expedition wzs necessary in order that 'Ilrnail bo covcrcd in tho aircraft survcy oven though tho vehicle wnn prcrrhibited by customs regulations from cntcring tho country. Xn Rio interviews at the Dircctorato of Civil Aviation and with rlovoral opcrators wore arrangod through tho British Embassy. A division of tho Brazilian Air Force flies some frec cchedulod services for such people as missionaries and students, in addition to thoir routes in tho jungle areas. Gartshor.0 and JIydo managed to olbtain pleccs on one of those flights in a 36-son% Air Force DC-3 from Rio to Porto Alcgre, a distance of 700 milcs. PIontcvideo was reached after a 20-hour bus journey from Porto Alegro, Guring which the bus on ono occasion was unloaded to cross n very primitive bridge submcrgcd by swirling muddy w~+tctrgtho passengers crossed on a new structure nearby whose approaches had boon washed out by tho swollen streanl, In the Uruguayan capital time was efficiently organiscd by l1ro J, Taylor and Mr. Re Lacrozo of the Commcrical Section of the British Embassy, Discussions with several British aircraft company represent- ativcs were held on nircrafti sales and on the potential market in South America for British products. As theso people travel widely throughout the continent, thoy wore able to clarify the economies and tax structures in tho various republics as well as suggesting -12- furthor contacts in tho aeronautica.1 ficld. Again in Montevideo, thc two mcmbcrs of the crow wcrc shown a grcct deal of hospitality and werc givcn two free tickcts by thc C.A.U.S,A. company for their flying boat service from Colonia, in Uruguayp across the mouth of the Hivcr Platc to Buoncs Aires, in Argentina. Unfortunately, on tho dey for which the tickots werc issued, the aircraft on tho crossing vicrc grounded by a thick fog which blanketed Buonos Airos. So thick was this fog thet tho radalr cquipped ferry on which *do and Gartshoro travclled from Colonia to Buenos Aircs, rzmcd a barge in the shallow channel bctwoelz the two ports; tho ferry was not damaged in the collision but he2 emotional captain had an exciting fsw minutos and secmcd greatly disturbed by tho incident. l,!clb~ournc meanwhile hod continuod on the T jisadane from Rio de Janicro and aftcr brief stops at Santos and Nontevidco, docked in Bucnos ilircs of July 23rd. To cveryoncls surprise, the Land Rover was pushed through tho complicated customs fornalitSes in thc rcoord time of 26 working hours (thc prcvicus rccord, held by a diplomat, was just over 48 hours) and l!clbourno, again working through the British Embassy, orgarised and held nany of tho interviews which wcro to kcep us all busy for sevcral days in this immense capital of Lrgontina. Although Eyde and Gartshore arrivcd from Umgaay on the 27th of July, it not until 3 days later that tho team v~oroall able to leave Buenos Aircs, travelling now in the Land Rovcr over tho rich cattle- covcrcd pampas of tho Argontino, Our first obstr?cle, thc snow clad ~lncicssoon glistened: in the distance. were inpresscd to realize that ahead of us in t!~israngc, tho highest in the world outsidc.tho Himalayas, was 14t. Accncagua, h~cricalshighest point at 23,100 ft. As wo.o:rpected, tho Mendoza pass was blookod with snow and rock slides when we arrived; cvcn the railway had only just bccn re- opened after a two-week closure and the backlog of frcight,

with snow despite its proximity to the equator, we arrivcd in Quito, thc sleepy pict~~rcsquocapital of Ecuador. One of the most intcrcsting intcrviovis in this city was with thc "Voicc of thc 12ndcs11rcdio stntion. The trcnsmittcrs of this station, 70 kilowst-ts in all, send our roligious and musical broadc~stsin many lan&nges, and are hcsrd in Europe &nd N. Amcrica quite clcnrly. From thc people on thc stztiorr VJQ lcarnccl of flights into intcriolr missions and of the savage tribes of nativos with whom contact is being cstablishccl, Throughcut Ecucdor wo cncountcrod sornc of tho worst roads on the journey, but thc patchwork of colours on the prccipitous sidcs of tho narrow vnllcys, which charzct izc thc country, holpscl to compcnsatc for thc difficulties wliich the same valleys hzvc crcrted for the road-builder. and the motori.st.. We could sometimes sea tho road winding f 07 mj10s ahcad; our*pat11 might be only a fcw hundrcd yards away, but on the other sids cf a valley - 25 miles distant by road! Bider, smoothor roaCs in Colombia brought us to Cali and 6 tar~lecsurface, and the jovrney over a pass to Bogota v~asa pleasant changc after the dust and corrugrtions of the previous thousand miles. In the capitsti wc spent a irofitzble and cnjoyable few days, sleeping and cooking our meals in room above tho garage of Mr. B. Fradcs, tho Commercial Secretary of tho British Embassy, Hcro too wc.replaced our 12st: broken rear spring, tho thirteenth, and added an extra leaf to tho set to provide extra strength for the remaining distance ahead. On Friday Soptambcr 16th, wc roached Certsgena, a Colombicm port on tho Caribbccn, 211d campcd on a tvidc- cloan beach. The sea was wmm and salty and -the -sun, now passing allnost directly overhead, encourage& 11s to spend a groat deal of our spare time in the water. Our Rover was loacled onto tho Degero, a Finnish ship on chartc~ to the Royal Illail Lines, for thc trip through the Panama %o Puntaronos ~lr1 We took a bus to Barran~uillaancl aftor two

I I' aft o port nncl lottcr vniting in a cho2p hotel thcro, flow I,l\l, to Sail Jose, the capital of Costa Ricn. A1though we

'1 ~~~'r:l.oinllyfinishecl our acrona~tic~linvestigation in South ll~~~tlr~rt'~,wo wore well reccivcd by Mr. Nill-Irving, the British .G~~l~r~~~~irtRor,ancl by his assistcnt IBr. dtkinson who introduced us

114 lrrnnl nvintion

(#!II~OII{:II tho customs formelitics, TVC drove from Punttaronas northwards

!,I1 t~oi1{{h Contra1 America. By cxporiencc we lo?,rnod tlict it was ~~ri~~tzomiczl$0 arrive at borclor points betwocrs 9 a,me an6 12 noon, lltl l)otwccn 3 p,m, and g porn., on Monday to Friday; outsiCo of Itllc~nahours the scrvico was good, but hozvy charges wore lovioa I'on? I1spccial scivice out of hoursM, Passing many volcanos in the picturosquo countries of El fl1~3,vncloxand GuaBcmala, mc crossed in-to Mexico. Roro another nt;rrtinjourney aweitecl us, for the highway was blockc3 by rock r~lldcsin a short stretch called I1tht: plug" just south of tho 1)ordor. Tho 120 mile, 10 hour ride aboard a flat car wiath tho T~nnd Rover was a hot, uncomfortable but very intorcsting experience. '1'110 trcin jolted end swayed through verdant sv~cmpycountry and pnst little mucl and tbatch huts surrounded by tall bczutiful ooconut pelms ancl dark excited childreii. Tho Moxiczn roa.cls to Mcxico City arc cxcollcnt and we los'b no time in iliotoring north .to tho Gulf of Ilcxico, then west to tho capital. Mcxico City, whore wo stayed for two days, is a large attractive metropolis. Its many tall noclcrn buildings contrasfi sharply with the older ?Tational Palaoe and Fino flrts Centre, both locr?tcd in tho cciitre of tho city; wido trce-lined streets carry streams of cars pzst the improssivo staiiues and fountains locatccl in tho ~ounclabouts at major interacctions. It is no vronc?clr thet ~~!exicoccn derive so much inconc from its Ar~oricanvisitors, most of vrhon visit the capitc.1 city. Tr~vellingstczdily over straight, widc roads, we clrovc north to Cuidad Junroa on tho ~boricanbcrdcr opposite El Paso in Tcxes. It was plcnsent to hoar thc customs officer grcct us in a slow drawl, and to know that we wcrc brck in an English-speaking area. In the Unitod States, vqe visitorI California Institute of Tcohnology and U.C.L.B., tho University of California at Los Angcles, as well ns two aircraft plants, Hillers and Bocings, Sincc ov,r ccparturo from London, v~ehad bocn through nore them 30 countries in Africa ancl the Amc?rices, solno of which had alroady changed name or status sincc our visit to then. Wc arrivcd in Vancouvolr, Canada, on Friday October 21s-f~~a little moro than scven months aftc~leaving London. From Vancouver wo travelled acros:: Canada giving a locturc tour arranged by thc Unitccl Kingclom Information Scrvicc. In the eastby tho term s eparat eC, Xyclc flying cl-ircctly back to U.K. , Pelbourne accompanying thc Land Rovcn 'fly sos, and Gartsliorc remaining in Canada. fpoq.oquoo oxo~sosnoy 2uruyn puv sqrun 3urlCsx;rds doxo csq.y2rr~ uotqGo~unurcJoo 6surx-cj xoq.xay3 5.b OUIOB - 'i?orxjy q+noS jo uoTun oyq. pua uoJqaxopod uuo~xjylnxquo3 oyq 6so~xoq~xxo~uvoTxjt7 q.aaE ayq o3uo~oyq 6s~xo2r~- 6onzns syrr,q ur 'poqad3rq.senu~scoxo aqq UI

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puu orqsonop Sosm ouos UF XOA~MOB *OZ~SF-3a oq. c1.n ~.JII,TO~'P II 3uyuoom su poqoxdaoqu~ sem ,,qjzzoxru q.y3f~,,~uxouoD a:c

*eo~xovrvyqnos pu~.oo~;rjv tr~ Il'rrr I I aircr~ftoperetom in Africa south of the Sahara.

2, . Nigorie 2.1, Gonornl Summ21-y (~ipria) Nigeria, thc most populous territory in Africa, has an area over sevon times that of England, but tho evorago annual income of approximately g20 per head r~flectstho relative poverty of the people and indicates tho major barrios to the cstablishmont of an oxtcnsive airline notwork in tho country. Apparently tho development of nntivc traffic hss boon disappoint- ing; in gcneral, the black Nigcrien, althcugh a froquont travcllor, often likes to carry a vast quantity of luggage find is rcrcly in a hurry. This situation ie rcflcctcd by thc withdrawal of thc 'lirways W.A.A.C. - Nigerian/iflcat of eight Bcrons at thc cnd of ldarch this year in an sttcmpt to dccrcase tho loss on Comcstic routes. A stanLardisod flcet reduced to scvcn 28-scat-DC-3s now offcr lcss frequent sorviccs. In the consiCeration of a DC-3 roplaccncnt for this area it must be romomborcd that onc of the inain traffic gcncratcrs is tho northern resort of Jos; hero the main runway is a 5,100 ft, lntcritc strip locatcd at an altitude of 4,250 ft. which, cornbincd with a mean maxi~untcmpcrature of ~o'F, necossitntes largo powen rcscrvcs in aircraft which are 50 carry a full payload. On thc charter front, Fison-Airwork at Port Harcourt are operating Twin Pioncors (on behalf of Sholl-&?ox & El?) and Whirlwinds and Hillcrs, mainly for survey and agricultural work. In addition, Acra Contractors usc an dpachc for general chartcn dutics, and Crop Culturc are spraying tho banana plantations in tho Southern Cameroons with fcur Austcrsg the latter company,

togcther with thc banana cxposters Rlcicrs &; Fyffes, also have Itn Apache for cornnunication 2nd charter work. There arc very fow 1111 1 vrr:l;oly ownocl aircraft in Nigeria, and the amrial activities

11 I' III:~nrdions attain a similar scale. The ~udknInterior llission

11rl.11 :Civo Pipcr Comanche 180s bas~dat JOS,and a Cessna 179 is

IIIIO~.by a Catholic missicn from Guscu. IT!ho prosont aviation picturc is complstcd by the Northern Ifc~r::l.on Comunication Flight, bnsccl at Kaclum. tho capit21 of tho Non~lih. Norflight. stc?,rted operations in mid-1955 with two Ann-l;or .Autocars, @no of these crashed duo to pilot crror, and 'Iil~oother was sold when two Apaches were Bought in 1956. Tho h~)nchosaxe uaod mainly by rcgionnl govcrment officials and :rly approximately 700 hours per ycar, S~me21 Norfligh-t: latorite ritrips, varying in length from 600 to 800 yards, supplcmont a nimilar numbor of D. C.A. airfields in thc rcgion, With thc recent reduction in Nigcrian Airways services, Norflj-ght arc I articularly busy and arc looking for an adCitional r:ircrafk Their ideal spocificntion is for n machine with six or scvcn plnccs capable of operating st full load from a 600 yard strip at 2,000 ft. altitude; a strong twin-engine prefercncc oxists duo to tho Autocan accident. The Piaggio P.166 is consid~r~clto bo most suitablo, the Twin Pioneor being tdo large. fiturc c?ovolopmcnts m8y incluclc tho. freighting of becf by air from tho north-cast corner of tho country to Lagos and Lccm, wi.%l?. DF4s. A largo now abbatoi~was reccntly oponecl at Jlaidug?i, tho centre of tho disease-free area vdlcre first class cattle are bred; a 2,000 yard runway is available at Ikaic?ug~i, Northern Dcvolopmcnts (xigoria) Ltd. 11czvc an interest in this project,. Tho vast flat Northern Region, with its dearth of surface communications, is thought to be very suitablo for hovercraft operations; such vchi.clcs would be ic?cal for tho evacuation of. produco £rom the upper reaches of the .Digcr and Benue rivers, 2,2, Personnel Intcmicv~od(~igoria) R. Nurphy - Borthcrn Dcvolopmcnts (~i~eria)Ltd., Kaduna. I.S. Trcvcrton cncl S. Lcicastcr - Chicf Pilot and Cliief Engineer, Northorn Rcgion Comunications Flight, Kacluna. G. qillcy - Survcy Division of Ittinistry of Land and Survcy, KitGu~~ao I. Simpson - L~irportCommanclant, Kano, a. Strong - W.A.A. C, Stt:ticn lfiznager, Kano.

2.3. Statisticel Information (~i~oria) \T,A.A. C, (~igcrian~imvays), Lagos: 7 DC-3, 1 Dove. Northcrn Region Connunicctions Flight, KaeLunag 2 Apzchc. Pisen-Airwork Ltd. , Port Harcourt n 4 VJllirlwind, 2 Twin Pioneor an6 ? Hillor 12. &ro Cant,-actors Ltd.: 1 Apachs. Crop Culture Ltd., Tiko, Southern Camcrocnss 1 Apache, 4 Austcr. Catholic IJission, Gusau: 1 Cossna 170B. Sudan Interior bIissi/w, Joss 1 Cossna, 5 Comanche 180. r, IltrD.r;lnn Congo, -as.--- - -as.---

*\ ,la?- (!(- (Belgian congo) :I:n.l;orncl aviation is predominatca by SEibena's DC-3 nctwork.

I11 t~,rl.di.tion,Soboleir, a Sabena subsidiary, 'use three ~essna ,\.I n n,lrcmft workhg local .services from Elizabethville,

Il.btinloyvillo and Usmbura, whilst Air Brousse have a flcet cf . .: I tt~,l~itl.os,Pacors and Tri-Pacers on similar work around LeopclchTille,

'I'l~ono~WG coclpanies also undertake charter worlc, but this has' ' - '% Iroon nt a low ebb recontly due to political clisturbanccs.

hero Clubs opcrate.most of the other aircraft that are ' . ' :~?at.;istoredin tho Congo.

P, Jacques -. Airport Commandan-b, Stanley-ville.

5.3. Statistical Information (~cl~ian ohg go) Total nuriiber of civil aircraft rogistorcds 91 (including 15 aircra.f-b ovmed By ~abona), Sobelair at Elizabethvillo, Stan1oyvilI.e and Usumburao. 3 Cessna 310. Air Brousse a-k Loopolc'Lvillo and Luluabourgt 5 Repiclo, 3 Pscox, 2 Tripacor, 1 Aiglot, 1 Tiger Nloth.

Aircraft registered with Aero Clubst 33.. The majority of tho other ~~ircraftarc oxecutivc machines or

Tho Belgian Congo was visitcd shortly before it rccoivod inclependencc, i.e. prior to tho major political riots, 4. Xzst- African Territories 4.1. Gcncral Sunmnry (East African ~orritorics) A total of 148 civil aircroft varc rogistcrcd in the East African Territories on Fobmsry lst, 1960. Thcre wcrc 115 single-cngined aircraft ailc? of this numbor 42 wcro Piper machines, whilst Cossna singlos accounted for snothcr 34; such is thc prcdominanco of hcrican aircreft in this class. Tho clevelopment of aviation in Kenya has been assisted by tho construction of more than half of tho 135 strips in the tcrritoryby tho Kenya Police Air Wing. Nost of thcse strips Ere about 600 yards long at sltitudcs up to 8,000 f*; on tho coastal bolt the average length is gnly 350-400 yards. In 1949 tho prer"ccessor of the Wing, the Kenya Policc Resorvc, was started with voluntecxs. Thrco years later thc Air Wing was formed with the purchase of ono Austerg cluring tho energcncy of the szm~e.'yonntho floot was increased to 12 Tripaccrs and 3 Cescnas. Noi3' the Ccssnas with conventional undercer~iages have rcplaccd the ~ri~acersdue to their suporior performance 2nd ability to land on rougher airstrips. Undor tho ccmm~nd of Wg. Cdr. A.N. Frankel, the eight Ccssna 180s of the Wlng last YBRT logged over 5,000 hours, and 3 million passenger-miles of comunicntions flying. Operations flying can va,ry from frco-dropping supplics to rcscue terns on l!ount Kenya at 16?003 ft, to poaching and anti-smuggling patrols along the coast. T,ight special V.H,F. frcquencics enable direct contact to be maintni~edbetween thc aircroft and police stations and vcliicles. h'airobi is the main base of Campling Brothers& Vanc?crwal, the largest of the East African ncn-schodulod ccmpanios. Subsj cliary bases aro located at Dar-es-Salam end P'lombasa. Instructional work is corricd cut using five aircraft and is increasing stcadj.1~(during 1957 the avorage number of instruction hours por month was 88.3 an2 this figure will bo ncarly doubled '11 1'1 11(7 the proscnt The chcrtor flect consists of two

"~lr\ttl~:l. Jvll3.320s, two Bonanzas, onc Conancho end a floct of Ccssnas, O.ll\.V. arc Ccssna agents their flect is ccnstantly changing,. till 1 ~~*boii~nccforms an important source of rcvcnuo to the company t~rllil~oy clo all Cessna and Boncnzs "majorstt as well as most Piper ~~v~r~~lin~ls.However, in Usrch of this yoar Wilkcn Air Services wrrri rc.t,yistorcd ancl, as Piper sub-agcnts, this new and cnt5usiastic 1111,rnnisationhopes to capture a share of the sales and maintenance lllrl :rl~ot. Caspair, a subsidiary of C.B.V., still operate a regular r~t~miccaround Lalco Victoria with three Scries 4 RapiCes based rl.1; Entcbbc. Meanwhile, East Africen Airways Corporation are 'bo rotire thoir four standard Rapides from tho Uganda internal n!outos and th~.coastal sbrvicos. . Their Rapides have bocn 1 :I,imitcd on vory hot days to four passengers on the longor stago- longths, and the uncertainty of seats has

4.2, Pcrsonncl- Intcrvicwed (~astAfrican ~ersitorios) A. Mackocaic - E.A.A.C, Senior Station Manager at Entebbe. G. Parks - Chief Engincor, Caspair Ltd., Rntebbe, D, Pharazyn - Manager and Pilot, Pharazyn Air Chartors, Kitale. Gp, Capt. Soden - Private owner, Kitale. I<, Boskovio - Aviation Manager a,ncl Chief Pilot, Campling Brothers and Vandcr-?la1 Ltd. , Nairobi. Wg. Cmclr. A.N. Frankel - Head of Kenya Police Air Wing, Nairobi. L.A. Eartcl - Chicf Pilrt, Desert Locust Survey, Nairobi. J.1\1. Williams - Director, Vilken Air Services, Nairobi. T. 0. LockhaPb-MUTE - A ~iationSorvices Ltd, (de Havilland agcnts in East ~fricn), Nairobi, Capt, B.E, Morris and i1.E. Robinson - Operations Nannge~and Chicf EnC;inec~, E.A.A. C, , Nairobi, J.J, hrniss and G.&L Diclrsom - Director an? Chief of Air Nzvigational Services, Dopartrnent of Civil f~viation,Nz?irobi, (Nrs) J. Flontgomcry - E.L.A.C. Station Kanagor at 1:lbcya. V. Turner - Officer in Charge, Nbeya Acroclrome, Capt. B. J. Keytor - C.A.A.C. Beaver Czptain, hlbcya. Capt, B, cle Swardt Vcnela Air Scrviccs, Ebcya. 3.E. Stocker- Pilot in Air Survcy Division, Tanganyika Govornmcnt. 4 3 Statistical Infometion-- (3as-t African ~erritories) !Potnl nmbcr of civil oircrttft registered on Pobrumy lst, 1960 ...... , . 148 :17rivatcly owned aircraft e...... 7 0 Aircraft engaged in chartcx ancl instruction work ..... 22 Aircraft rcgistcred with hero Clubs ...... 10 Aircraft on scheclulcd services ...... 18 Aircraft usod. for special scrvicos (government Plying, executive worlc, etc.) ...... 28

Distribution of singlo-enginccl aircraft (total 115) x Pipcn ...... 42 Cessna ...... 34 clo IIavilland (including 3 Bcevers and 5 Tigcr 1~0th~).,?...... 16 usto tor ...... *...... 11 Becchcrzft ...... 5 Others ...... 7 E.A.A.C., Nairobio 3 DC-4n19 9 DG-3, 4 Rapide Caspair Ltd., Nairobi: 3 Rapiclc, 1 Cub, 1 Ccssna 182. I'haaaBgn Air Chartcxs, Kitale: 1 Bonanza. Campling Brothers & VanllemvaI Ltds , Nairobi: 2 Cub, 1 Chipmunk, 1 Ccssna 150, 1 Pacex (instruction fleet); 2 lVIacchi I.W.320, 2 Bonanza, 1 Comanche, 8 Cessna (chartsa and demonstration fleo-ks currently being augmented by another 5 ~essna). Kcnya Police Air Wing, Nairobi8 8 Cossna 180, Wilken. Air Service Ltd. , PITairobi: 2 Comanche, 2 Caribbean, 1 Cessna 180 (chartor. and ~Zornonstrationfleet); 1 Cruisen, 1 Cub (instruction flce'd), Desert Locust Survoy, Nairobi: 3 Boavcr, 1 Ccssns 182, -30- 2, Fcdcr~tloncf Rhodesia ant1 Nyasalnnd 5.1. Gcncral Sunmar: (~cncrationof Rhodesia and ~yasalandl In thc Central kfrican Federation, as in East ,Ifrica, tho I I dovelopmcnt of aviation has bocn czccelesatecl'by the lack of good' surface comunications, This factor is partioulsrly significant ;, in Northern Rhodesia. , 8 Fr~nLusaka Sqn. Ldr. W, G. Rcdding conmcnds tho Somunications I1

8 ,, I Flight of tkc Northern Region Governncnt. The Flight operates I I 3 Apaches., 1 ,Zutocsr ancl 1 Caribbean and undertakes e,mergency 8 ,, I dutics as well as tho transporliation of govormont personnel. I8 ,' Although thc airficld altitudes average some 4,000 ft. hero, I 1, ' 11 I,

'1~8 donsity altitludos up to 7,000 ft. xpc common. The Apchcs ;: , have a singlocnginc8 coiling of approximately 6,500 ft. ah ', 1 full load., so tho Flight ars considering replacing them by thc

'11 1,;; more pcv~crful~rtcos in tho near fit~rc. ~ 11' ',! I1 , I II I I I 1 I Charter companies in thc Fcderation.are located at Kitwe, I I 1 I,usakc, ICariba, Victoxin Falls and Bulawnyo as well as at the i;'l:ll :I 'i 1 i, I Fcdcral capital, Salisbury. Thc tourist' trade provides most i', ,I1) I "I ',;'li of thc business for Victoria Falls Ainvays'. three Rapides and

I 1' . one Tripacor, which opomtc from an 800 yard tarnao strig near : ,!:ll! tho Falls. Sight-s~eing.flights also supplement the business chartcrs for Rhodesia Nyasaland A~ECharto~s at Lusaka and ,

1188,~ 1 Zambcsi Aimvays at Kari%a. , 1 1 ' I 1 I Cor;mercial Air Sorvices (~hodosia)(private) ran a network 1, ' I I callecl the Southern Rhodesia Intornal ~ekviccwith, Cessna 180s I I '. from Bulawayo, but ceased .flights in 1,Tarch as it beczmo I', 'I 1 ,, unccoiionical. 13ost rcvonue is now d.orived 'from up-co&rtry 1 8 business charters, but Cnmair, who are Gessna sub-agents., do some maintenance work in adtlition to ccntr-zct photographic. I" ! flying. Tho company bas sxccllcnt v~orkshopfacilities, but , I, , ,I

, 8 'I appears to be having a marginal cxistonce at prcsont. It is I mi~ouredthat Air Carriers, Salisbury, may become thcir parent l1 1 1

I ,I' I' I, 1:

I I I' 11) ~~~irimy,Lp2,chcs of Air C~trriersrun a woclcly sorvicc for

I 111, l~ocl~unn~landgovarmcnt from Bulaways to Ghanzi via It'ilfk~~olfl town and liI;aun. Salisbury is tho hos?.quortcrs of two ycung ccmpanies using

I 1111.yrotating wing cquipmcnt. l~utairIIclicopters (bfrica) have I,llroo Boll 47-G2s, two of vrhicl~arc used for transporting surveyors rhiltl ~;oologistsof Rhodesian Sclection Trust around tho ICitn3 11 l nlrict, and Holicoptcr Scrvicos (~hodcsia)(private) startcd ~l))ornticnswith a Billoc 12E carly this yo?.r. Both concorns rum onthusicstically anticipating increasing busincss in the .I'~iture. Skywork at Salisbury, Cossna dcalom sincc January this yonr, arc hoping to build up their snlos and maintenance revenue, oncouragcd by tho abolition of tho 10% import tax on aircraft and nparcs in June ,960, Kost of Skywork's chartca flying is oxocutive work, of which thrcc-quarters is flown on twins; tho company claims that most business men's insuravlcc docs not coven flights in singlc-engine aircraft, and encourage twin charters ns they liavc two Cossna 310s. FLpparontly, govcrnmcnt personnel account for most of tho single-cngine flights, as their travel nllowanco is uevonly limited. Northern Rhodesian liviation Scrvicog with 2 Doves and 1 Cossna 310, arc also based at Salisbury, and do sclcly business communicntion Plying for their holding companies (Anglo American Corporation, Costains, Rhodksian Sclection Trust and British South African ~omn~an~), Particularly intcreating at the new Bulawczyc Airport are the activities' of Africair (~ho~osia),a subsidiary of the General Elining and Finance Company. Tho overliaul nncl maintsncznco of the Wenela fleet is being transferred to 3ulav1ap from dfricair, Johannesbur~. Wenela, the Witwaterssand Nativo Labour Association, use eight 40-soa-b,DC-3s and two 98-sca=b DG4s in thc movement of African 12bcur from centres in the FcP~cration2nd Tnnganyika to Francistown, in Bechuanalanclg from here the natives travol by rail to Johannesburg to work in the nines. Tho pcseongcr turnovor cn this opcreticn is rel~uteclly100,000 pcr yanr an6 thc Vtenela flcct flies bct~~cen800 en?. 900 hcurs pcr month. Tho DC-3 fleet is being 1n2x5niscd' anc tho ccnvcrsion, costing some 26,500 installed; consists of rec'xsignod engine ccwlings and exhaust systems, os well as fairings on tho main un?-crcarriage wheels ancl tho tailwlzcel. ~fricair(~hoc?esia)2,rc purely an overh2ul an& maintcnanco organisntion an6 tho transfer ncntioncd zbove should be completed by the en5 of the year, giving complete DC-3 and DC-4 facilities at Bulawayo. It is liopocl that an R.R.B.F. contract on DC-3 airfrmes will than be extencle? to cover cnginos and also firgon~~utwork. Tho succoss of Central African Airways1 ltSkybus'l operations is outs.tnnc?ing. Started. Last January, this third-clnss service provi?.es a, convcnicnt link to enable Nyasaland labour to roach the inclustrial ereas of Southern Rl~oCcsia. C.A.A, ere at present flying one return SslisburpBiantgre service pcr weok using 40-seat DC-3s ancl it is plannecl to. increase frequencies an2 possibly mdce route cxtensions to. Lilongwc , Fort- Jabeson on?- NcloI.a. The single fsre fox this existing 300-mile flight is E4. lOs., in contrast to a cost of over Z12 for tho ~o%~arcblo Viscount flight. ~oadfactors of virtually 10% hnvc bezn obtained, tho distribution of racos being 65% flfrican, 2% Asktic and 1% Ruropcnn (olthough ?hropca.ns arc not cncouragod to'uso this scrvico). Onc fnctor that assists in ninimising tho fare is '~ho"Skybus Bo::lcing Van" which tours thc African .townships; a clown p~~yrnon.1;of g.4. 10s. cash, non-roturnabie, mafie to tho van conCuctor is thc only way of'aecuring a scat on tho aircraft. The Ryasaland and Barotseland intcrnal services, operate? by ,A. In fivc Bonvors, ccntinuc to n~?~lcclifc livcable in renote

1~1111.11ncmr those routc?s.

?, Pdrsonnol Intcrvicwcd (~cclcrationof Rhoclcsia- and l~~asalanc?) G. D. I. Foursic - Airport Jdiianc?gcr, LusakaD M. S. Pilce - Pilot, Phoclcsia Nyasaland Air Charters, Lustaka. Sqdn. L(?r, W. G. Rod.'-ing - Officer Comanfiing and Chiof Pilot, (Iomrnunications Flight of Ncrthcrn Rhodcsia Govcrnmcnt , Lusaka. WOW. Bcnccko - T'anagsr mcl Pilot, Zarnbosi Airways Ltd. , Icariba. C. ITycrs 2nd D. Bekker - Man2ging Dircctor ?,nd Chief Engineer, Victoria Falls Airways Ltd., Victcria Falls, F. J. Hacldon - Airport llanagcr, Bulnwayo. VJg. Cdr, B.11. Gibbon - Managing Dircctor, f~fricair(~hoficsis) Ltc7,. , Jlul away o . D. Eardley, D, Gardyne and X. Witchcll - Managing Director, Cllicf Rnginecr and Pilot, Coimcrcial Air Scrvices (~ho6esia)(~vt. ) Ltd. , Bulawayo, ( ~cssna~g~nts) . Pa Pennant-Rca - Dcputy Dircctor, Department of Civil Aviation, Salisbury. L.Re Lord - Director, Autnir Helicopters (Lfsica) Ltd,, Salisbury. V.K. .R~o?~cs- f~ctingChicf Enginecr, PiTorthcrn Rhodesian Aviation Serviccs Ltd., Salisbury. D. E3atti.e and C. l:lillcr - Dircctor and Pilot, Air 'carriers Ltd., Salisbury. Cnpt, 0 'Donovan and B, Botting - Oporotions Xanagcr and Assistant Operstions 11ansger, C.A.A. C. , Salisbury. BeG. Cortcr - Chicf Engineer, Holicoptor Services (~ho~esia) ( ~vt.) Ltd. , ~nlisbury.

R. YTt~llis- Engineering IIhnagcr, Slcywork (~vt.) Ltd. , ' Salisbury. 5.3@ Statistic8,l Information (~c&crationof Rhoclesia and lTyasaland) Total numbcr of civil aircraft rcgistcrccl cn April lst, 1960 ...... 136 Privately omnod aircraft ...... 41 Aircraft. engaged in charter and instruction work ...... 28 Aircraft rogistorcd with Acre Clubs .,...... 19 on schcdulcd scrviccs ...... 15 Aircraft usad for special services (govermcnt flying, exccutivc work etc. ) ...... 33 Distribution of singlc-cngined aircr~.ft(total 93.) r Piper ...... 30 do Havilland (including '7. Beavers and 19 Tiger 1~0th~)...... 30 Ccssna ...... o.O.... 13

Bcochcraft ...... O...... 4 Othcrs (including- 3 Boll 47s) ...... 15

C.A.A. C. Salisbury: 4 Viscount, 6 DC-3, 5 Beaver, Rhcdcsia Nyasaland Air Chartcrs Ltd., Lusaka: 1 Tripace?. Com~nunicationsFlight of Northern Rhodocia Govcrmcnt, Lusaka: 3 Apache, 1 A.utoccr, 1 CariBbean. Zambcsi ~~imvaysLtcl, , Raribas 1 Tripncor. Victorio Falls Airways Ltd,, Victoria Falls: 3 Rapi.de, 1 Tripaccr. Connordial Air Sorviccs (~bodcsia)(~vt. ) Ltd, , Bulawa~o: 2 Cossna 180, 1 Cessna 310 and 2 Cessna 195 for salc, hutair Hclicoptors (Lfrica) Ltcl,, Salisbury: 3 Bcll 47 G2. PITorthorn ,Bodr?sian~Zviation Services Ltd., Salisbury~2 Dovo, 1 Cessna 310. Air Carriers Ltd. , Salisbury: 4 Apache, 1 Ccssna 180. Helicopter Scrvicos (~hoclcsia)(fit, ) Ltd, , Salisbury; 1 Hiller 12E. Rhoclcsian Air Services (~vt,) Ltd., S~lisburyr1 DGS. Slcywork (~vt.) Ltd., Salisbury; 2 Cessna 310, 1 Ccssna 175, 1 Cessna 210 ( current). I-.- TJnion of South Africa. ,-Idagnoral Summary (union of South hfrica) 111 the.Union of South Africa and South West ilfrica, but ~lrro:l.uilingtho Protoctoratcs, thcrc are solno 315 licensed

11.1 l;r?oflromea, ovor half of which ere privately owned, and probably

11. rlinilar number of unlicnsod strips. Tho private airf ields 11.ro owned mainly by ferncrs and tho mining housos. Placo hircraf t Salcs, at Wonclorbocm Airport near Pretoria, rmo thc main Piper rcproscntativcs and thoy sell about 30 units ])or ycar. Associated conpanics arc Placo Storcs (Piper parts), I'lnco Y!orkshclps (Pipor maintenance and overhmxls) and Pretoria Flying Sesviccs. Comcraial ilir Sorivccs at Johannesburg are -tho Ccssna agonts. Amongat tho snallor companies in tho charter business the {:oncral feolin,r is that this field of activity is well saturated nnd cornpotition is very kcen. Wow liconccs arc cxtrcnoly difficult to obtain. T1ho larger concerns usually do rnaintcn8,nco or instruction work in ordor to supplcnert their air-taxi flying. For instance, Comcrcial Air Servicos (~etal)at Durban arc Cessna sub-agents and obtain 5% of their rcvonue from charters and 5% from sales and naintcnnnco; Natal Aviation, also at Durbcan, concontratc on instructional work in aeLclition to their oharter businoss. At Capo Tom, Oivossir havo a fleet of 13 aircraft on crop-cpraying, instruction and photographic work as well es routine charter f 1ight s. l.F.r~aintonanceand cvorliaul s are carried out ( including a Department of Defence .contract on 11arvard.s) ctnd irnported . aircraft are assernlsled at the rate of about ono per month, Throe ycars ago Oryx Aviation was stnrtod wit11 Owonair's assistance., and in 1959 this company mcrgcct with South West Air Transport to form South West ,Ii~,~~e~ys.Flying from liJintlhoek, SeWoAw1sflcot of 16 aircraft now logs approximately 800 hours per month, h large proportion of the oxecutivc flying is associated with the wealthy nir.ing liouses, nany of whors own their own aircraft. The Anglo American Corporaticn have used aircraft since tho second world and roccntly a Gmh;lan Gulfstream was added to their fleet of 2 Bcavcrs, 1 Heron anci 1 Dove. Consolidatocl Dianond Mines , a company within the A,L, C, group, use a Dove and a Booch 50 in South Test Africa, whilst an associate concern, Williamson Dimond Nines, havs two DC-3s arid a Cessna 182 working in Tanganyika, An eigl~a-soat executive Ycrcival Prince is ownod by thc S.A. Iron nnd Stecl Corporation at Pretoria, and during the last eight years this machine has had no fewor than nino engine failures. Due to high airfield pressure altitucles tho Princo is often limitod to six passcngors and only four on the Pretoria- Windhock stagc. of he Air Survey Division of tho Tanganyika Government also reported cnginc troubles ~5ththcir throe Princes. Thesc aircraft are now up for sale and two Apaches have been purchasod) , Light aircraft are extensively usod! for agricultural purposcs in South Africa: cotton is sprayed in Gasutolanit, wheat in the Viestern and Cape Provinces, maize in tllc High Veldt ancl wattle end sugar in Natal. Rccentlyflocks of finches have also been sprayed and, duriilg tho off-season, locusts in thc Congo and Northern Xhodcsia arc trcatcd. Small companies (frequently one-man concerns) have croated ficrcc competition and pricos as low as 4s or 5s per zcre f~rspraying arc sometimes chargcd under favourable conditions. This price warhas causecl the collapse of several organisations and has causod concern amongst the old- csta3lisheci fims, such as African Airsprayers at Pretoria, who rcalisc that thcse ttpirate" coml~aniesare cften in thc business bccausc the pilots onjoy flying an6 inevitably use incorrect insccticido concentrations and cut corners when spraying, Ilowover, now that the resultant economic advantage have boen woll proven, there soems no possibility of a large reduction of flying in this field. Lush Products at Durban, who stzrted agricultural flying :Ln 1958, report that their Prospector aircraft is very under- powered for use in the Union. ~lpparentlythe after sales rlorvice from tho Znglish company has been atrocious and a plan to re-engine the machine with a, 450 h.p. Pratt & Vnitney unit has met noithex enthusiasm or criticism from tho nanu- facturer. At &rban, General Aircraft ore producing the Aeriel, a redesigned version of the Pronch Exnorzud. Gcnair arc reducing costs by manufac-l;uring their own psrspex and fibroglass components, as well as brakcs and wheels. The Nark Two Aeriel with a sliding canopy and 90 h.p, Continental engine is being produced for under g2,000 at the rate of one every ten days. A 4/+seater! powered by two 95 hop. cngires and selling at 6,4r500 should fly later this year.

6* 2. Personnel Interviewed (union of South ~frica) D. StrUuri~, J, ICrige and J.J. Granaier - Chief Inspector of Flying, Head of Airports Dopnrtment cnd Head of Aircraft Departmo~t,Division of Civil Aviation in the Department of Transport, Pretoria, Flt. L-b J.W. Rilburn - Service Liason Staff, Pretoria. J. Van dcr Woude and J. E. Chappell - Chairman and Assistant Sales Ifanager, Placo Aircraft Sales Ltd., Prctoria (piper agents). R.H. Prellcr and C. Reck - Chief Pilot nnd Co-Pilot, S.A. Iron and Steel Corpor2tion, Pretoria. J.K. Graham - aport Sales Administmtox (Europe end flfrica) , Be11 Helicopter Corporation. J.E. Popham - Director, African Airsprayers (pty. ) Ltd. Prctoria. N.B. WilliLms- Acting Chief Pilot, Anglo American Corporation, Johannesburg. Do Dunn - Chairman, National Air Charters (Pty. ) Ltd. Johannesburg. G. ~aylor- Chief Inspector, Trekair (~ty.)Ltd., Johannesburg. T. Ward - Technical Director, Af ricair Ltd. , Johannesburg. A. J. C. Mering - l!Kanagor9 llranavaal Air Charters (ptye) Ltd. , Johannesburg, J. Davison and F. G, Wcston - Managing Director and Engine Division Sales, de Havillaad Aircraft Company of South Africa (Pty, ) Ltd. , Johannesburg. Cola J, Louvr and Scott - Gcncral Manager and Chief Engineer, S.A.A., Johannesburg, G. Jaabach - Director, Lush Prcducts (P~Y.)Ltd., Durban, N. Batstono and I, Cribbins - Director and Pilot, Commercial Air Services (Natal) (Pty. ) Ltd. , Durban. A. G. B!lorris - Pilot, Natal Aviation (pty. ) Ltd. , Durban. A. J. Oppcnheim - Managing Director, General Aircraft (~ty.) Ltd. , Durban. E.E. Schmidt - Technical Director, Owenair (~ty.) Ltd. , Cape Town.

6.3. Statistical Information (union of South ~frica) Total number of civil aircraft registered on April lst, 1960 ...... oo...,o,e.e,.., 643 (~11i.sanalysis does -not include 54 Gliders, 11 Rotocraft and 3 Ultra Light Aircraft that are also cprrently rogS stored).

Privately owned aircraft O~O~~OOe~e~~~e~O~~~~~~O~~~OO311 Aircraft engaged in charter and instruction work ..... 86 -39- A l rlorrift rcgistcrcd with kero Clubs ...... 67 I\ l 11ori1:Ftoil scheduled scrvicos ...... 33 A l. tlornf-t used for special services ( 1 :ovornment flying, executive worlc etc. ) ...... 146

'I1:l.l-~tributionof singlo-engined aircraft ('total 54.6) I?iper ...... 234 Cessna ...... 101 do Havilland ( including 5 Beavers and 54 Tiger Noths) ...... 72 Beecl~craft...... 24- Austcr ...... I? Others ...... 103 South African Airways, Johaqesburgs 4 DC-7B, 4 L. 749 Constellation, 7 ,DC-4, 6 DC-3, 7 Viscount, 3 Boeing 707-320 (current) Aircraft Operating Co. (~erialsurveys) Ltd., Johannesburg: 1 DC-3, 2 Lodestar, 1 Cessna 180, 1 Apache. Commercial Air Services (pty. ) Ltd. , Johannosburg: 2 Lode~t@r, 3 Sk~rlanojl,.Cesana 175. i~lsog5 Cessna 210, 2 Cessna 172, 1 Cessna 182 (current). Pretoria Flying Services Ltd., Pretoria8 1 Bonanza, 1 Tripacer, 1 Cub. S.A. Iror. and Steel Corporation, Pretoria8 1 Pninco. African Airsprayers (Pty. ) Ltd. , Protoria: 5 Super Cub, 1 Tayl-or craft Toppe~. Anglo American Corporation, Johannesburg: 1 Beron, 1 Dove, 2 Beaver, 1 Gulfs t ream ( current ) National Air Charters (~ty.) Ltd., Johaimesburgs 2 Cessna 310, 2 Bo-~anza, 1 Beaver, 1 Cessna 182. Trekair (PtyD) Lxd. , Johannesburg: 2 DC-4, 1 Viking. Africair Ltd, , Johannesburg: 1 Beech ~185~1 DC-3. Transvaal Lir Charters (pty,) Ltd., Johanncsburg.: 1 Comanche, 1 Tripacer. Lush Products (By.) Ltd: 1 Super Cub, 1 Pawnce, 1 Prospector. Commercial Air Sorviccs (~atal)(Pty. ) Ltd, , Durban: 1 Cessna 210, 1 Skylane, 1 Cessna 1759 1 Cessna 182. Natal Aviation (~ty.)(~td.; Durban: 1 Apache, 2 Bonanza (charter fleet), 2 .Vagabond (instruction flect). Air Survey Company of Africa (~ty.) Ltd. , Durban: 1 Cessna 170, Owensi r (Pty. ) L-td. , Capo Townt 4 Cub, 2 Chipmunk (instruction floot) , 2 Super Cub (crop-spraying) , 2 Cruiser, 1 Rapj.de, 1 Skylane, 1 Ccssna 170 (charter fleet). South Wcst A?-mays, Windhoek: 8 Navion, 2 Apache, 6 Cessna. '*.-- Conclusions (~frica) One outstanding gcncralisation is common tc light aircraft i~l~n:cn'l;ionsin the cntire African continent s tho prcdominancc of l11,(;11 nirf icld pressure altitudcs resulting from high basic nvl2:Ciold locations and olcvatod ambicnt tcmporaturos. A largo liowcproservc is csscntial if light aircraft arc to bc operated w:l.%hout scverc limitations undcr thcsc conditions, znd this roquircmcnt alonc accounts for tho striking monopoly held by A~noricanproduc-bs in this fiold, The inadoquatc power of the earlicr hclicoptcrs was tho moet inportant factor in rctarding thcir introduction into tho Fodoration and East Africa. Now, kowover, tho Hiller 12E and tho Boll 47 series G2 and J2 with more poivcrful ciiginos arc operating successfully in arcas whore prossurc altitudes up to 8,000 ft. are f mnd. A preforcncc for British products seems to exist, but until a prime movcr with a high pov~cr/v~~ightratio is combincd with a2 all-r~lctal airfrmc, thcro is no possibility of a radical changc from the hcrican light aircreft monopoly. The majority of the single-engined rcquiremonts could bo mct by the following two spccificationss (a) a simple and robust 2-scat aircraft, suitable for instructimal work, powcred by a 100-150 h.p. ongino. Low cost is critical and tho machine should sell at about gZ9500; an agricultural vorsion, slightly highcr priced should bc made. (b) a 4-scat machine for use as a touror and for airtaxi worlc, costing approximately £3,500 to C4,000, and poivercd by a 180-200 h.p, piston ongine. It is important that this aircraft is mtdc attractive to buy i.0. tho customcr should have a.choicc of colour sohomcs to suit a mcll-furnished interior, and tho product must bc backcd by imprcssivc glossy1 brochuros. Both aircraft should have an cfficiont nftcr sales follow-up; this point cannot be over-emphasised as it is traditionally quoted abroad as a disadvantage of buying2 British light aircraft, l!!Icny aviation pcoplc in Africa will bo closely watching the development of tho reccntly announced British . Executive and General Avintior. Ltd, (BEIGLE), and of the * acquisition by Rolls Royce Ltd. of a licence to produco Continental enginos in the U.K. A substantial market exists, mainly in the East African Torritoriss, the Federation of Rhodesia and Nyasaland and the Union of South Africa. Of tho 927 civil aircraft currently rogistercd in theso thrco areas, no fewer than 754 are single- ongined machines, Piper and Cessra lsinglcsl, in tho ratio of 2 to 1 respectively, account for 454 of these units. It is interesting to note that more than half of the 153 de Ravilland and Luster singlo-engined models arc Tiger l!$oths. Throughout Africa the twin-engined requirements most frcquont;ly expressed by operators could be classified into .two ca%egorios, as followsg (a) there is a need for an economical 8/1+seat aircrsft neodin.7 minimum maintenance, including a f ixod undercarriage and f ixcd-pitch propc7.lers9 yet stil! capablo of unlimited oporations from airgiolds whore pressure altitudes roach 8,000 ft, Mch an aircraft would fill the gap hstweon tlic light twin and the DC-3, and would also replace the Rapide, some 35 of which aro still in service with charter companies and airlines alone in Africa south bf the Sahara, For this application the Scottish Aviation Twin-Pioneer is undcrpowerea and potential operators d.o not favour the compara- tively low overall life of thc Leonidcs units. The proposed: 15-ecat Short SC.7 Skyvan is somowha-b larger than the present requiremen'-;, but tho emphasis on "s!mplicity with mggednesslt and the special ccnsideration given to airfield perfomance under "hot and high conditiorrs" will be particularly appreciated by tho African oporators, (b) a demand cxists for a 13/12-seat exocutivc transport onpablc of cruising at 300 miles per hour or more, and able to mnintain an altitude of 12,000 ft, on one engine whcn fully loaded. Although the morkct for such s vehiclc is limited, it must be rcmombered that the potential customers, mainly mining houses and largo industrial concerns, have extensive capital resources. Conversions of ox-U. S. A, F. equipment, such as thc Douglas A-26 with two Pratt and IYhitney CB-17 powen plants, have rousod considerable interest in South Africa (the convertcd aircraft arc known as the Howard 500, Tempo 1 and 2, llarlcctoer and Super 26). A largo amount of cxccutivc frying is done on the twin- cnginod Apaches, Aztccs and Cessna 310s. 3s tho main crit- icisms of this typc of aircraft are that thc Apache is slightly underpowered and that thc Cessna 3i0 is too oxpcnsive, it would appcar that thc bost way to break into this market would be to producc a 4/5-scat twin, p3wcred by 250-300 hop. cngincs, and costing approxinatcly %2O,OOO. Unfortunately tho present political chaos will undoubtedly influence the future requircrncnts for light aircraft in llfrica and must, thexcforc, bc talcon into considoration. 8. Introduction The topography of South America is made up of jungles, swamps and vast plains in tho east, cut off from tho narrow western coastal strip by the Andean chain of mountains stretching 4,400 miles from the Caribbean sea to the far south at an average height of 13,000 ft. Such natural barriers, combined with surface communications that are inadequate and primitive (or in many aroas non-existent) , present ideal opportunities for the successful operation of aircraft. In tho republics investigated - namely, Brazil, Uruguay, Argontina, Chile, Bolivia, Peru, Ecuador and Colombia - over 70 people were consulted, representing directorates of civil aviation, airtaxi and non-scheduled companies, domostic airlines, agricultural organizations, and private interests. #-- #-- 9. Brazil 1. L-d-9 General Summary (~razil) Brazil, wliose area is greater than that of thc continental Unitcd Statos, contains approximately half the population of South herica. Acre Clubs and private aviation arc thriving, over 2,500 aircraft bcing currently registorcd in tho latter ca-tcgory alone. Operators of a,irtaxis, or taxi-acrcos as they are known, arc class,ed as those having equipment with not moro than six scats or 600 kg. capacity; thcy are frco to fly scheduled services cnii to fix tlicir OVM tariffs, but flying is limitcd to V.F. R. conditions. Vihcrc more than two alrcraft arc operated, a, registored company must be formed: some 300 aircraft are used as taxi-aoreos, 78 of vrhich are ovmod by 15 companies. Non-schcdulcd operations using equipment larger than that in thc air-taxi class arc discouraged in ordcr to protect the interests of the rogular ai.-lines, which are subsidized both directly and indirectly by the government. Only two minor airlincs are not membcrs of one of the six major consortia into which the schedulcd airlines aro grouped. The non-scheduled companies must use multi-cngincd aircraft and havc good mainten- ancc facilities, and cannot 'l-fly ropoatcdly bctwcen points served by the roqilar eirlinestt or Itcharge so that competition is made with regular airlincstt. Conssqucntly only three organizntions havc non-sclicd~nlcd liccnces 2,nd only one of these is operational, N.A.B. - Navegacao Aerca Brasileira, S,A. - arc typical of thosmaller airlinos with their 32-seat DC-3 floot operating coach services and throe C-46s on freight work. This company is rumov.red to be intorested in buying tho baro hulls of Dart-Heralds and then furnishing and oquipping the aircraft themselves for high dcnsity work. Rovqevcr, N. A.3, complain that tlic currcnt imnort rcstrictions make any oxpansion plans difficult to fulfill. For the smo reason Cruzeiro do Sul find that they can cnlymcintain five of thcir scven C-82s in tho air. First and second preference is given to Convair and DC-3 spares, and their quota only enables a limited quantity of C-82 pnrts to be imported. Rovertholess an avcrsgo yearly traffic growth of 1$ during the last 15 years reportsd by Cruzeiro do Sul sezms to be typical for the Brazilian domestic operators. On their government subsidiscd Amazon servicc, Panair do Brasil use five Catalinasg this operntion covers points bctaoen BeleU and Manaus and then spreads fanwiso eastwards from Ikanaus. 1 A year ago the DC-3 fleet was sold and Pmair aro ob?baining throe

I C-46 air~raftto link the Amazon sem-ice with industrial arcas I in the south and also to connect main centres in thc Amazon basin.

I An attempt to organise a helicopter subsidiary, Relibrss, has not mot with gcvcrnment approval and an indopondent organisation I under the auspicies of World IIelicopters is now being planned. I Tho work of Correio Aereo Mscionsl, tho transport branch of the Brazilian Armed Forccs, is important. C.A.N. are mainly rcsponsibls for air sei-vicos in nroas whore commordial operations would not be juatifiod and ncw routcs vql~ic'aare opened ul: are handcd ovcr to commercial airlincs if they become oconomic to run. This military airlino also "shows thc flag" on international I communications flights. No charge is made on any of C.A.TJ. * s routes. It is xntercsting to note that of tho 292 aircraft in scrvicc with tho scheduled ccmpanics, no fovrer thsn 173 arc C-46s, C-47s and DC-3s: those provide almost half of the total seating capacity available. Rc-oquipncnt is a major problem to tl-osc airlincs, whosc domostic farc structures are falsely low, Extonded-crodit tcrms of up to eight years, which British manufacturcr~have groat difficulty in offering arc ncccssary if new aircraft are to be bought. ?. 2. Personnel Interviewed (~raail) J. lllendos da Silva, Trajana Fa Rcis and Eloy Toixcira - 1)3roctor, Hoad of Legel Division and Head of Pcrsonncl & Aircraft Division, Diroctoratc of Civil Aviation, Rio do Janeiro. Gp. Cpt. J.A. Crockctt - Air Attache, Rio do Janeiro. Capt. Caldas - Brazilian Air Force. lliurillo do Sampaio Pacheco - Director of llaintenance Cruzeiro do Sul, Rio do Janoiro. Lt. Col. Didcro'h - Corroio Acrco IJacional, Rio de Janeiro. Helio Costa - Opcratdons h!anagor, Panair do Brasil, Rio dc Janoiro. Aloysio Alvim - Director of Traffic, NbA.B.,Rio do Janciro. Commandmto Aldomar and Rudolf Nageli - Oporctions L!anagelr and Plight Instructor, Loide Aorco Nscional, Rio do Janefro.

9.3. statistical Information (~razil)-- Civil aircraft registored privntcly or with . acro clukss 29334(1958) 29500+ (1960) 0 Civil aircraft rogistorod with schcdulcd, non-scheduled and air-taxi companiosg 613(1958) 590 (1960) (a) Schcdulcd and non-scheduled airlines, The six major consortia are8

i) CRVZEIRO DO- SUL, S.A.V. A. Go , T. A. C. (CATARI~SE) ii) LOIDEARREO NACIONAL, T.A.B.A. iii) FANAIR DO BRISIL iv) VoA.ReIeG. V) vb&.S.P. vi) REAL-LRROVIAS-NflCIONhI; , AZRONORTE, S. A. B. I. A. , T. A. S. (SALVADOR). TeA.Sa arc bclicvcd to have rccently separctod from tho REAL conso~tium,.but thcir position is unscttlcd as the company is having sorious financial diffioultics. The two minor airlines

?*re1 i) N.A.B. ii) T.LZ,P. (P-NSE) T.A,P, arc also tho only compaay who are operating under a non- scheduled licence. In July the scheduled airlines had 292 aircraft offering 10,918 seats (cargo aircraft are considered to hav.0 zero seats), Of this total, 130 DW3s offered 3,683 seats and 43 C-46s offored

19595 seats.

Cruzerio do Su19 Rio de Jnneiros 10 Convair 240, 4 Convair 340s

I

, , 4 Convair 440, 7 C-82, 29 DC-3 (2 owncd By S.A.V.A.G. and 2 by T,+I,c.). Scrvicos ~lcrofotogramctricos:,Rio de Janeiro: 4 Beech AT-11, 1 c-39. I Goxxeio Aereo Nationals 30 C-47, 3 C-82, 12 C-54, 14 C-810 ! Cdtalina (approximat,e fleet). T.A.P., Belom: 4 C-46. I . Panair do Brasix, Rio de Janeim t 4 DC-TC, 12 Constellation, I 4 2 I 5 CataLim, I)&6C (on loan from Loids Aerso ~acional), DC-8

, I (on order), 3 C-46 f current). , N.A.B., Rio do Jane.iros 8 DC-3, 3 C-46. I I Loide hezco Nscional, Rio de Janeiroo 8 DC-4, 8 C-46, 4 DC-dC (on lease to Panair do ~rasil).

(b) Air Taxi Companies. In July a total of 298 airoraft wero licensca in this class, of which 78 wcro owned By 15 compmios (26 company authorisations were valid).

Aero Transporto Vitoria Ltda. c~~~~~)9Rio do Janoirot 1 Lockhcod 12A, Atlanta Taxi-Acrco Ltcla (ATLUJTA), Xalvadorn 2 Bonanza. I "Boatt BrasiL Organizacao Acres Ltd, (BOA), CuritiBns 14 Cossna, Oompnnhia Pdarilionse do Taxi-~Zoroo vComtsxN (IIARILIENSE) , Mr~ri1ia.t 1 Ccssna 170, 6 Bonanza, :I'tnporial Tranaportes hcreos Ltda (IL\!P~RLIU;), Be1 o Horizonto s Bonanza, 1 Beechcraft &18. Org. PI'Iincira do Transportes Aoroos Ltd. (oI'ITA), Belo Horizontea I Bonanza, 1 Mord-1203, 1 Austcr J-5, 1 Rapide. liodo Estadual do Taxi-lLeroo Ltd, (R~TA), Londrinas 2 Cessna 170, 9 Bonanza. Sorvicos flcreos Continental Ltda (coNTII~XNTAL), Bolo Horizontcs 2 Cossna 1709 1 Bonanza. Somricos Intcrestaduais dc Transpo~tosAorcos S.A. (SITA) , Bclo Borizontes 6 Bonanza. Soc. do Transportcs Aereos Rogionais S.A. (STAR) , Sao Paul08 7 Bonanza, 5 Stinson-108, 1 Heron. Transportcs dcrocs Alianca S.A. (ALTAXCA), Sao Luizs 1 Cessna 170, 3 Cossna 172, 1 Acronca, Transportes dcrcos Centro 'Jests Ltda, (TACO),Cuiaba: 1 Bonanza. Transportcs Aereos Delta Ltda, (DELTA), CCmp Grander 5 Bonanza, 1 Cessna 18B, 1 Super Aoro 45, Transportcs licroos Tapuio S. A, (TAPUIO) , Sao Luiz o 1 Bo~~anza. Viacao Acrca Sao Paulo S.A. (VASP), Sao Paulos 1 Beochcraft AT-7, 10, Uruguay 10,l. Goncral Swmary (~ru~uay) Uruguay is the smallest of the South American republics, and hcre light aircraft and aviation fuel could bc obtained at preferential rates of exchange until oarly this year; thus aircraft cffcctivcly cost one-fifth of their real price and fuel was reduced to ono-third of its ac'bual cost. Combinod with the inadequate surface communication system, the prefer- ential rate of exchange assistcd the development of aviation cnormousl~. Even today, xvith a free rcte of exchange but with high automobile taxes, $12,000 buys a Cessna 180 or a new Amorican car. This very high taxation on motor vchiclos makes the light aeroplane particularly attractive to many of the lostancia' or ranch owners - the noto that "an airstrip is available" oftan sppears in advertisements for cattle sales, A govcrnrnent grcznt to the aero clubs was increased tv?o years ago to noerly g6,000 and is distributed in proportion to the number of pilots traincd in the previous ~oar,(inthis syston PPLs account for one point and comcrcial licenccs for two ~oints). Of the total of 330 civil aircraft with c-~rrentCs of A in Uruguay, 63 belong to the clubs, Although only 28 machincs arc at proscnt licensed to carry out eir-taxi work, many others ontcr this market illegally, Even the subsidized clubs do unofficial chartor work, providing unfair competition for the established taxi firms. The govsrnment-ovmod airline P. L.U. N. A. are using a fleet of DC-3s at an avoragc utilisation of 6$ hours por day per aircraft, mainly on domcstic routcs. Threo Viscounts fly an avci.ago total of 12 hours per day connecting IUontevideo with Buonos hires and Rio d-e Janeiro. The Montevideo-Buenos Aires service is treated as an cxccllcnf prestige route and P.L.U.N.A. lose money even at 10% load factor due to tho vcry short stage length and tho high class of service offered. C.A,Ue S,A, also opernto ths P~Tontevidco-B, A. and Colonia - :I\, A, routes with two 4'7-seat Sandringham flying boats. After :1.353 this company's govcrnmont subsidy v~asstopped and, although tho flight time is longer and the service inferior to that rl:W orcd by PoL.U. N.~I. , the Sandringhams ham the advantago of I:Lying directly from rvatorfront to waterfront which is very near 'l;he city centre in both cases. At tho cnd of July Aerolinocls hxgcntinas arc retiring their Sandringham fleet from this sorvice (tnd C.A.U. S,A. hope to fly moro of thc 600,000 pooplo who travcl between the two capital cities each year (@f this total 87,000 travelled by air in 1957 and this number incrcasod to approximately 140,000 in thc first six months of 1960). Aerolincs Colonia S.A. own 9% of C.A.U. Sen. 's stock, and they also havc permission to operate from Colonia to B.A. Bach year half a n,illion people travel betwecn those two points By all moans of transport. Plans to capture more of the traffic on %hose routcs by using very high-density DC-4s or Constcllntions are being considorod, and npplica-bion to the government for Wropoan tights to supplement tho short stage- longth ferry services has been rnadc.

10.2. Personnel Intcrvicwod (~ruguay) Ismaol V:'.gil and Victor Garin - Chief of Operations Department and Director o:€ ~~ontevidooInternaticnal flirport, Dircctornte of Civil Aviation, 11Tontevideo. J.F. Lyford-Pike - 1,Iannging Director, Pike & Co. S.A,, (Baechcraft distributions) Montevideo. 3,W.F. 'Pull -- Technical Salcs Kanagcr for do Havillmd Holdings in Sauth America. J.N. IiIillcr - Private owner. He P, Will-B - Regional Executive for Hawker Siddelcy Group in South and Ccntral hrcricn, -52- IIario Lrtygavctia and I. C, Svotogorsky - Inspector General and Foreign Affairs Off icor, P, LOU.N. A. , I!!Tontevidco, Dr. Conrado lIughes - President of C.A.U.S.A. and Aorolinoas Colonia S.A..? ~Iontovideo.

10.3. Statistical Information (~ruguay)

Total number of civil aircraft with . . current Cs of A ..o...... o.,.....o...,..~..... 330 Aircraft certified for air-taxiwork ....,...... 28 Aircraft rcgisterod with Acro Clubs ...... *..... 63 Alrcraft used exolusively for ambulance work ...... T . . PaL.U. N.A., Iliontevideor 6 DC-3, 3 Viscount, 1 Navion (instructional purposes only) C.A.U. S.A. , l~ont&ideot 2 Sandringham. Charles Chzlklfng Airways, Paysandur 1 Cessna 180, 1 Debonair. ,'I .-, Argentina I I.. Gene re1 Summary (~r~entina) 0 - Argentina, second largest in size and population of the rlou,th American ~ountrios,is madc up of four distinctive regions: 'l;lzo Andos, the.North, the Pampas and Patagonia. For many years 1)laguos of grasshoppers attacked the rich pa.sturos of the Pampas; now as many as 250 aircraft are used for- agricultural work, mainly .to counter this menacc. Of the 800 private aircraft in tho oountry, a large .number aro b2sed on the ranches. The Harriet. Pnmily, owners of the largest estancia in Argentina, operate 22 single-onginod niachincs over their two million acres of property. In the brgcntinc, as 5.n Brazil, tho aoro clubs are strong with some 130 clubs owning 500 aircraft. At prcsent a heavy import tax is lcvicd on light aircraft and to avoid this some owners are retaining Americari registrations. Siro Comi S.R.L. are the Cessna distributors for the Argentine and P~r3guay. ii flcct of 21 Cessnas is maintained for charter work and 85$ of thc business comcs from the ranches. Salcs-vary with the changing import ;;axes, but in the first seven months of this ycor ovor 100 units wcro sold. The 182 stands out as the most popular modcl in thhe Cessna rangc, whilst tho majority of the Pipcr products arc Supcr Cubs, owing to this modolts suit- ability :?or agricultural work. Attempts are bcing madc in Argentina to construct light aircraft suited to thc vsst potsntial merkot that exists; the immediate advantage of such projccts is tho evoidance of the heavy taxcs on imported aircraft. Tho Institute Aerotocnico st Cordoba is producing thc IA-46, a throe-scat- high-wing aircxaf-b particularly useful for agricultural work; power, is provided by a 150 h.p. Lyccming unit. In addition9 the lA-35, a general purpose military twin, is still in production at Cordoba, bvkiere tile Mcrane-Saulnicr EB-760 Paris and the Boechcraft T-34 E.!entor are under liconce production. 12 thr'ce-place ?lacchi I~IB-308,which uses a 90 h.p, Continental engine, is being built under licence by German Bian~oS,A. at Bucnes Airos, but the wooden construction in this aircraft is not popular. Aero Talleres Boero S.R.L. have designed and built two Aero Boero 95s at DIortcros in Cordoba provinces. Also povicred By a 90 h. p. Continental unit, this high-wing monoplane has a wide speod range and is said to be ideal for taxi, training and agricultural work as well as for acrobatic flying. It rcmains to b3 secn whether a licence for quantity production for this model will be granted, as the Aero Bocrc 95 would be in direct cornpctition with the government sponsored IA-46. Among taxi operations, thoso of Aeroahaco AND T.A.L.S.A. are particularly interesting. Acrochaso's two Boavars operate a "radial" syster,l of routes mainly wit'nin 200 milcs of Rcsistencda in tho Cham, a great lowland in tho north-east of Argentina covered with scrub forest and grassyssavannah. The highesc summer temperatures in South America have been recorded in the Argentine Chaco, and this,, combined with the rugged terrain, poor airstrips and heavy winter rains, makes tho area idml Beavcr country. T.A.A.S.A. - Taxis Aoroos Argentines S.A. - are operating two sch~iluledservices, with intermediato stops, from Ruenos J~irosnorth to Concordia and Dimente in tho rough Entre Rios Province. The company has six Rapides, only three of which are in service at present; it is hoped that an increase in the same region to seven lroutcs will employ all six aircrsft. In the last year three pilots flew 4,500 passengers on T,A.A, S.A, 's serv

1182, Pcrsonnol Intorvi >wed (~r~cntina) Juan Francisco Fabri - President, Asociacion Argentina da Transportadores Aoreo-, Buonos Aires. Gil Giron - Sccrctary, Camera Argontina do1 Comercic de Aviation, Buonos hires, C.A. Rogcrs and Luis Gonzalez IBorcno - Aviation Nanager and Assistant, Shell Argontina Ltd., Buenos Aires. J. Ravogo - Director, Taxis Aereos Argentinas S.A., Buenos Aires. J. J. Glenny - Vice-Prcsidont, Aircorn S.A. (~ristolagents), Buenos L~~~CBI Siro A. Comi - Director, Siro Coni S.R.L. (~essnadistributors in Argentina and ~arguay), Bucnos Aircc, Juan F. Albarcnquo - Director, Sorvicios deros Albarenque Acroox-. ploracion SoA. , Bucnos f~ires, D,J.E, Harrict - Director of largest ranch in Argentina, Gp, Gpt. D,J. Devitt - British Air Attache, Bucnos Aires. J. ,Bridgcr - Waldron Aviation SoRoLo (do Havilland agents- in ~rgontina),Buenos Aires.

11.3. Statistical Infornation (~r~entina) The following arc approximate figuross Total nwnbcr of civil aircraft registered ...... 2,000 Privately owned aircraft ...... a.eo 800 Aircraft registered with 130 hero Clubs ...... 500 Aircraft engaged on agricultural flying (during soason) ...... 250 Acrolinoas Argcntinas, Buenos Airess 4 Comet 4, 5 DC-6, 6 DC-4, 3 Convair 240, 11 DC-3, 3 C-47, 6 Sandringham. " Transcontinontnl S.A., Buonos Airess 2 Britannia, 6 CW-20 Cornmutor, I Super CW-20. * Aerolineas Ini, Buenos Aireso 1 DC-4, 1 DC-6. " lustral S.A., Bucnos ALrcs: 5 C-46y 1 DC-4 freighter. " A.L.A., Rosarios 6 DC-3. * Norsur - P.L,A.S. (~rinoraLinea Aerea ~antafcsina)- L.A. C. (~inoasAorcasde C~yoX.A.) combines 7 Lodestan, 1 C-46.

" T.AoA,S.A. a axis Aoreos Argentines S.A.), Buonos Aires: 6 Rapide. Aerachaco, Resistoncia: 2 Beaver, Transamerican S.A., Buenos Aires: 1 C-46 freighter. T.A.B. A. (~ransportesAoreos Bucnos bircs) , Buenos Aires s 4 Expcditor.

% Iransaereo: 3 C-39. Transcargas 1 C-82. Plataiiaro 1 DC-2 freighter. Aorolinoas Carreras s 2 C-46. Aorolineas Halcons 1 C-46 freighter. L.A, D. E. (~incasAereas del sta ado) , Buenos Aircs x ? DC-3, ? DC-4, 2 Bristol 170. Aircom S.A. , Buenos Airesn 2 Piper Cub ( instruction fleet) o 1 Bonanea, 2 Nsvion, 1 Cossna 175 (chartor flcot). Siro Comi S,R.L,, Bucnos hireso 2 Cossna 310, 1 Cossna 210, 10 Cessna 182, 3 Cessna 180, 4 Cessna 1729 1 Cossna 175. Servicios Acrcos Albzrgcnque Acroexploracion S.A., Buonos Aiross 4 Pipor, 1 Cessna 170, 16 Aeronca (insect control flcot); 2 Bcnanza (comnunicaticn flect) 1 B-25, 1 Ccssna 182, 1 ~'nson,1 Beech AT-11 (geophysical and photographic flect). Harriet fmilys 3 Bonanza, 2 Cossna 182, 1 Xtinson L-5 (communi.cation fleet); 3 Piper Supor Cruisor, 2 Ccssna 140, 1 Cossna 165, 2 Super Cub, 8 1~-11(esricultura1 fleet). T. A. Y. R. (~rabajos hercos y Reprosentacioncs S,A. ) , Buenos hiresx Not operational - previously a loading charter helicopter ozganisation x Eember of LA. T. A. (bscociacion Argentina do Transportadoros ~oreo), 12. Chile 12,l. Gonoral Smayy (chi1.e)-

, Chilo is a 2,800-mile ribbon of land lying between the Andcs and tho Pacific, and for this reason efficient transportation has always been important. The air-nindebsss of Chile, whose total population is only scvcn millions, is rcflcctc-d by the oxistcnce of 55 clubs using 260 aircraft and of 132 ~rivatcly owned aircraft, A substential government subsidy is distributed to the cluis each year dy tho Fedcracion Aorea do Chilo and is bssod, as in Umguay, on tho nuder of PPLs obtaiiied in tho previous Lwolve months. A total of 90 aircraft are engaged in all tncs of cornrnorcial activities in Chilo. With tho bankruptcy of C. I. N. T.A. /A.L.A. and Transa de Chile, only thc govermont airline L.A.N. and L.A. D. E. C. 0. 01,oratc scheduled scrvixs. L.A. N. will probably buy pure jet cquipmont soon to nodcrnize their fleet9 tho Comet 4C or Boeing 720 being tho qost likely choice for this application. L.A.D. C, C. 0. , Linca Aorea dcl Cobre, was fomod in 1958 to take ovor somc domestic or orations from C. I.N.T.A. A scheduled service is flown botycon Santiago, PotrerLllos, ILutofaga.itaand Calama using two DC-3 "Super 94st1 and is subsidispd by the coppor nines that are served. The Pratt and lhitnoy 1830-94 engines enable tbc aircraft to maintain height at 12,000 ft. on one engine when fully loaded, and the gross t2.k~-off weight is increased to 26,900 lb. Ncvcrtheless, substantial payload restrictions still havo to be imposed at Potrorillos; located at 8,300 ft. this is tho highest airfield in Chilo and tho 5,250 ft, runway has EL slope combined with difficult approaches (maximum talce-off w@i@it is 25,750 lb. and m~"xiamlanding weight is 25,250 lb). llany slow Ceflat~onsof tyros on the DC-3s were experienced during the initial operations into Potrcrillos. This is now being avoided by using lower tyrc prossuros, so it would a:-pear that the increased differential pressure on the'tyres at high altitude, oombined with the sovors brnking necessary on a limited airstrip, Gave rise to a doterioreti.on in tho material which eventually ohusod the slow deflations. Sevoral cornpanics do non-scheduled and air-taxi work whilst ne;ricultural oporations are carried out by four units using twelve Piper Super Cubs. Fumagro y Agral, who stErted in 1954 as Linea Area Fumegro, wcs the first organisation to do crop-spraying on a commercial basis in Chile. 111 1959 the company s.malgamatod with flgral. Asociscion Pairoa J@ple, who do a combination of taxi and egricultural flyicg, are believed to be organising a holicopter subsidiary. L.R,S,A. cre a typical non-scheduled company with throe C-46 aircraft doing all-cargo work. Founded last ycor the company ., operates mainly from Santiago to the port of Arica in the north and to Osoruo, the earthquake region in tho south. With the cxtensivo use of aircraft d~~ringthe recent earthquake emergency their potential is being appreciated more and more in tho south.

12.2. Personnel Intcrviev~ed(chile) Gonoral Ponato Gonzaloz, Carlos Arroyo and James Robinson - Director, Head of Commorcizl Aviation Dopartmcnt and Head of Air Traffic Control Scrvicc, Directorate of derons.utics, Santiago. A.N. Beven - Director, Gibbs 2nd Co. S.A.C. (do Havilland, Vickcrs and 1Nestland agents), Santiago. Jorge Salvatierra C. - Lviation F!~nagor, Shell Chile Limited, S~ntiago. Ortcga - Iknager, Fcdcracion Acrea dc Chile, Santiago. Luis Riquclme and Fcrnando Villarroel - General Wanagcr and . Technical Flaneger, Fumagro y Agral Lj mitada, Ssnt iago. Renato Sepulveda Ro jas - Gcncral F,'cnagor, L.A. S. A, , Santiago, Juan Costaba19 Gcorge Figucroa and Goorgo Nordenflycht - General Manager, Assistant to Goncral lfanager and Operations Ilsneger, L.A. D. 2, C, Oo , Santiago.

12.3, Statistical Inf~rm~tion(chile) Privately ownod aircraft ...... 132 Aircraft engzgcd in commercial work of 211 natures, including executive aircraft ...... 90 Aircraft registered with the 55 Aero Clubs ...... 260 Number of gl?ders affiliated with the

2 Gliding Clubs .~...... ,...,....,..,...... OO.e.. 10

Scheduled airlines:- Lines Aorea Nacional (L.A.N.), Sttntiagcs 7 DC-6B, 4 Eartin 202, 17 DC-3. Linca Acroa do1 Cobrc, Ltda (L.A. D.E. C. 0. ) , Santiagon 2 DC-3 Supor

94 6 Non-schcdulod and cargo airliness-- Linca Ao~caSud Amoricana (L.A. S.A. ) , S2ntiagon 3 C-46 (leased). Transportcs Roberto Parrabuo: 1 Catalina. Tr%nsportos Delano Sepulvodar 1 C-46 (lamed to L.A.S.A.). Ricardo do Varcnncss 1 C-82 with auxiliary jot. Airtaxi companies:- Both y Cla. Ltda. s 1 Grummsn 021-11. Sociedad Transportes Gidomax 1 Cessna 180. Linea Aoroa Cms do1 Xur, Ltda.: 1 Apache, 1 Bonanza. Taxpa Ltda. t 2 Stinson Voyagsr. Asociacion Pairoa X~ples3 Supor Cub.

Agriculturnl companies 8- FLunagro y Agral Ltda, Santiago: 1 Champion (communications), 5 Super Cub.

Linea Aero-Servicios Ltda. $ 1 Super Cub.

13. Bolivia, --13.1. Gcncral Summary- (~olivia)- Bolivia, where the vast Altiplans st l2,OOO ft. contrasts with tho eostern somi-tropicnl lowland is relrtively baclmrd in its aviation. 11 total of only 86 civil aircrcft are currently rcgistercd. Botvevcr, tho Directorate of Ci.vil Aviction formod a flying training school in 1956 and 27 pilots have becn issucd with licenses. At Cochabaniba 15 students are currently under- going instruction on six single-engined aircmft. La Paz' aj.rfield, at 139358 ft. , is unsuitable for training purposcs since it is in fact the highest commercial airfield in the world. Airtaxi operations arc. concen.t;rated at Santa Cruz, Trinidad and Caramvi in tho esst, where surface communications are extremely bad or non-existent. A lot of charter svorlc em2nztes from the oil companies ~rospectingin the ens-krn lowlands; here Bristow Hclicoptcrs, Bermuda, have eight rotatinewing aircreft on pcr manont charter. In June bvo C-82 aircraft wcro introduced into tho country for the movemcnt of billing rigs and alliett equipment from Sznta Cm5. Most of the airline-operatod machines nre obsolete c-x-U. S.A.F. aircmft, B-17s and B-24.s being common sights in Bolivia as well as thc inevitable C-46s and C-47s. Tho state airline Lloyd Aereo Boliv.ianc have reduced their services recently and ere suffering from a lack of confidcnco oxpressod by thc travelling public, mainly attribute6 to their DC-4 crash in Februaqy and their inefficient org8nisation. They have boon showing a strong interost in the Dart-Hcrald but are now considering the purchase of DC-6 equipment. Eowcver, it would soen illogical for L.A.B. to a3empt competition with Brcniff and L.A.N. on international routos with DC-6s. bsforo they aro able to organiae an efficient domestic netv~ork. Competitionwith L.A.B, is made on tho basis of a lower :Cnro stmcturo by Aerovias Condor and Transportos hereos Nilitares, 'bhc comcrcial airline staffed and organised by military personnel. Tho governn~entprotect thc intcrcsts of thcir state airline and Aorovias Condor complain thct mzny of the smaller airfields arc ataffed by L.A.B. staff who only remain on duty when L.A.B. flights arc duo! C.B.F., tho Bolivian Dcveloprnent Corporation, use C-46s and. B-17s for a wido variety of worky including the air freighting of beef from the Beni Province up to the Altiplano. Frigorificos Ballivian, who have their own ranches, a5batoirs and refrigerating plants, started this opcrntion in 1949 with a C-46 and then changod to ccnvorted B-24 Liberator aircrtcft. Duo to government restrictions tho company intends to sell its two remaining B-24s in the near futxo. Thc Institute of Linguistics, based at Riberalta, on tho Rivor Boni, use a Piper Cruiscr, an Aeronca float plane and a Hclio Courier. The Institute is a large international organ- ization equipping and maintsining sevoral hundred linguistic missionaries in isolated junglo areas. With headquarters at Glendale in California, this institution has South American operations in Peru and Ecuador as vmll as in Bolivia.

13.2. Personnel Intcrvicwed (~olivia) Alfredo Fernanden, Reno Antcsala and F'edericko Tejerina - Director, Deputy Director and Chief of Operations Department, Directorate of Civil Aviation, La Paz, W, 177eoner - Director, Cia. Pctrolera Bolivians Shell Ltd, , ~a Pae. Carlcs Schenstrom - ITanaging Director, Frigorificos Ballivian, La Paz. Jorgo Saem - President, Aerovias Condor, La Paz, R. Clark - Director, Martin & Go. Ltd. (vickers, andl ley Page, Rolls Royce, Austcr, Scottish Aviation and Westland agents), La Paz. 13,3. Statistical Information (Bolivia) Total number of civfl aircraft rcgistcrcd ...... 86 Privztely ownod aircraft ...... 22 Aircraft licunscd for air-taxi work ...... 16 Lloyd Aorco Boliviano, Sob., Cochabambas 2 DC-4 (on loan), 2 B-17, 3 DC-3, 6 C-47. Corporacion Boliviano de Fomonto (CBF), La Pazn 2 C-46, 3 B-17. Frigorificos Ballivian Ltda., La Pnzn 1 Convair L-13A, 5 B-24. ( only 2 in use). Aerovias Condor Ltda. , Cocha barnbat 1 Cessna 1-82, 2 C-47, 2 C-82. Yacimientos Potroliferos F.B. (~ovcrmentgrtsoline monopoly): 1 c-47, 1 Cessna 180, 1 Cessnn 310, Institute of Lic~aistics,Ribcraltas 1 Piper Cruiser, 1 Aeronca, 1 Relio Cruiser, Transportcs Aoroos Pllilitares, La Paz: ? C-469 ? C-~l.7~? 13-17, 1 Peru -114.1. General Swnr,~lar;v(~eru) Porn has relatively little light aviation. A total of GO aircraft are either privately owned or affiliated with one of the five aero clubs. Howevor, tho inportance of cotton to Poru has accelernted the dcvclcplnent of agriculturnl flying 2nd cotton is now sprayed in tho northorn coastal regions and in the middlo jungle belt. As many as 90 nnchines do this work during the season, Only 22 aircraft are liccnscd to do taxi on non-schedulod charter work in Peru. One of thc oldest-est~~blishodfirr.1~ is hero Taxi X.A., which was formed i,l 1953 by two lmericans (tho same two partners manage Jamison and Rei.ch Soh., the Cessna distributors for Peru since lzst year). Seven wa~surplus Ccssna UC-78s were pnxchasod for [email protected] Taxi in tho United States and flown to Peru; now only two arc flying, but a Cessna 180 was rcccntly addcd to the fleet. Lima is used as a maintenance centre and tho aircraft arc bascd in tho jungle at San Ramon, north-east of Lima. A retwork of scvcn 1I.F. radio stations is opcrnt~dby tho company, most of whoso wcrk has bocn thc trans- portation of freight to isolated settlcrncnts in the central jungle region. With tho completion of new roa,ds in tho area rcsultirg in a decrease in traffic, and with tho addcd complication of government restrictions on chartcr operators, Aero Taxi is being kept in existence only by the profits mado on the Cessna sales and service of thc sister company (ninc aircraft wcrc sold in tho first oight months of tho Tho Faucott company, notcd for its reliability and operational ecoiomy, has tho distinctjon of being ono of thc few airlines to operate aircraft of its own nanufacture. Thirty Faucett- Stj-nsons were produce& around 1945, and four of those robust aircraft still remain in scrvice. Xach of tho seven-passenger Stinson monoplanos is powered by a 600 h.p. Pratt and Khitney radial engine. The Talara-TWcs and the Aroquipa-Mollendo- 110 routcts arc now florn by thcsc four oxtraodinary machines. Ln avcragc increase in traffic of sorm 1% annually is reported by Faucctt, the grectost grovrth bcing on the freight side. Because of this cargo boon md thc prevalcncc of poor airstrips tho company arc showing 2 vcry kccn intcrcst in the civil version of tho Lockhccd Hcrcules S. T. 0. L. aircraft. Two of tho prcscnt C-47 flcct are convcrtcd to "Hi-Por" standards with Pratt ard Whitnoy R-2000 cngincs giving a single-cngino ceiling of 16,000 ft. at full load. This extra perfomoncc is particularly dcsirablc on trars-Andean rcutcs. At Lina Faucctt have a modern maintenance bcsc which is one of thc fcw in South hcrica that hcs F.A.A. clpprovc.1 to carry out ovcrLzuls and modification;. The conpany hcpcs to oxtcnd its field of activity from purcly doncstic work to include a flight to Panama 2nd Fimi in the near fuhrc. Early this yecr T.A.P.S.A. Trcnsportcs ficrcos Peruanas S.A., teminatcd opcrnticrs when both their C-46 circrcft crsshcd within a fern d2ys of oach othcr. A. 7. S.1:. , Acrolincas i'cruarras S.A., have two ~06Cson intornational rcutes and have recently applied for e liosnso to cover domestic work. Se~icisAercos Transportes Comnercialas (s.A. T. C. 0. ) is thc new nmo for tho branch of the Peruvian Lir Force which organises cormorcial scheduled scrviccs. S.A. T. C. O., who- are contcclplating tho purchssc of DC-6s, has a flcct of 10 C-46s and C-47s which is often supplcncntcd by Air Force Bcavcrs, PBYs, Stinson L-5s and Piaggio P136s in thc junglo arcas. 14.. 2. i?crscnnol Intcrvicwod (PCW) Col. Jorge Chanot - SubDircctor, Dircctorntc of Civil Aviation, L irna, J.K. Blair - Director, Gibbs & Co. S.A. (do Havilland ~~~cnts)~Lina. J. Rogan - Station Frcight f.Tanagcr, Pansgre, Lima. General Amando Rcvoredo - Oporations TICmagor, Cia. Aviacion 'Faucettl S.A., Lima. Col. Jose Roighos and Commandanto C. PodesOa - Director of Operations and Chicf of Operations, Peruvian Air Force, Lima. Noman Jemism and Lc~vrcncoRoich - Directors of ~lcroTaxi S.A. and Jamison & Rcich S.A. (~cssnadistributors), Lima.

14.3. Statistic21 Infomation (~eru) Total number of civil aircraft registered ...... 280 Priv2tcly owned alrcraft ...... 40 hircraft rcgistcrcd with thc 5 Aoro Clubs ...... 20 Air-tax5 and non-schedulcd charter aircraft ...... 22 P;!zx~~wT n~~rriborof aircraft used by the 6 agricultural companies ...... 90 Conpania do hviscion 'Fauccttt Son,., Lirnaz 1 DC-66, 4 DC-4, 4 Faucctt-Stinson, 11 C-47 and DC-3 (including 2 Bi-Per DC-3) Llerolincso Peruanas S.A. (A. T..S.A. ) , Lima! 2 DC-6~. Lottcr of intent sibmcd for 2 Conot 4C. Scrvicio Aerms Trensportos Comlercialos (s.A. T. C, 0. ) , Lima; 3 C-479 4 DC-3. 3 C-46. Aero-Taxi S.A., Lhax 2 Cossna uC-78, 1 Ccs~na180. Janison and Reich S.A., Lima: 1 Skylane (current), flerovias dcl Solar: 1 Ccssna 180. 15. Ecuador 1. General Sunmar. ( ~cuador) Ecucdor is tho second smallest South hcrican rc2ublic and, lilce Feru, has distinctive coastal, Andean and forested regions. Light aircraft activity is concentrated along the coastal strip, where nost of Ecuador's rescurcos' are located, In this area nine agricultural companies use some 50 aircraft, mainly tc spmy the banana plantations. Eight Hiller UH-12s are now being uscd, in addition to c largo number of the moro common Piper Super Cubs. The onc ado dub in Ecuador is based on Gueyaqiul, on the coast, which is also the hcadquertcrs of the four air-taxi companies. Scheduled services to tho west of the fmdes are run by Aorovias Ecuaterianas , S.A. , (AW) with three 28-sezt DC-3s and ono 40-seat F-27~1. The DC-3s fly betwoem; 3,500 and 4,000 hours per year ger zircraft, at an avbrage load factor of 87$, and tho F-27A logged 1,050 hours Buring its first year in service, recently sonpletod. At present the jet-prop mzkcs two round trips per day on tho Quito-Guayaquil sorvicc, but this should be incroascd to thrce trips before thc eA~dof tho year. In 1959 nearly 35,000 passongcrs flew each way betweerr. these cities, the grwt majority on 5REh services. As they intend to extend jet-prop serviccs to Esmoraldas Amhopo to obtain another I?-2'7 type of sircraft! thc directors consider that tho cost of tho F-27 has now increcsed too much and are locking for a cheaper twin-turboprop nachinc. Interest in the Avro 748 seens to be kccn, but the general aftikdo towards the Dart-Herald wzs one of scepticism ~s all the infornation available was discouraging. Apparently the airline hns not been offictally approachcd on tho subject. Reg~larsemiccs in the east zro maintained by Pransportes zZereos Oriontales, who stzrted operations in 1958; Quito is tho maintenance dcpot and Shell-Mcra, east of the Andes, is the jungle base. Tvienty-two contros, in tho Orionte arc served by T.A.O., eleven by a Junkers Ju 52/3mg tho rcmaindcr, whose airstrips ore only about 400 metres long, are fed by a Cossna 180 znd a ?Torsonan. d C-47 in to be bought lnto in 1959. Also bascd at Shell-Tlcra cro thc octivitics of tho TJisaionery lvistion Fellov~ship,whosc? functicn is to sene protcstcnt nissi\-ns in otherwise inacccssiblc arecs. 1,T.A. F. have progrmcs in Brazil, British Guiana, New Cdinec and Africa as well as in Ecuador, viherc their work has oxtendcd ovcr thc past 14 years. At prcscnt, twelve locations in tho contra1 jungle rcgion arc served by n Fiper Cub and a Cessna 180. h'lost of the international traffic originating in Xcuador is carried on C.B.A.'s routes. Thcy rccontly obtained a second DF6 aircraft frorn Lncriccn Lirlines and ere interested in buying a Caravelle if thcir traffic ccntin-dzs to increase. Linca Intcrnacional Aerea (L.I.A.) opcrate schodulc to Guayaquil 2nd Tulcan from Quito and clso do non-schcdulcd intcrnational work. They h8vo applied for a schocluled international route license,

15.2. Personnel Intorvic~ved(~cuador) Guidc Bucheli Cadcna, Jnimc Crdcnoa Pallaros, Ynriquc 1P;unoz de Larroa and Rodrigo J. Ruiz B. - Director, Sub-Director, Bcad of Opcr?.tiors Department and Lirport l,Tznagcr, Directorate of Civil ~Iviation,Quito. Dr. 1k.rccj Julio Gonzalez - President, Cia Ecuatoriana do Aviecion, Quito. Capitan Agustin lirias G. - General Manager, ART&, Quito. Capitan Jacinto hales - lL!an?bger, T.A.O., Quito. (Krs . ) E.K \Tiebe - Hostess for lVo ice of the ilndesl , Quito. 15.3. Statistical Information (~cuadorl Privately owned aircraft ...... ,...... ,...... 6 Lircraft awned by the 4 air-taxi companies ,...... 2 6 Aircraft opcrc~tcdby tho 9 agricultural companies ...... 50 Berovias Ecuatorianas, S.A. , (ARECI), Quito: 3 DG3, 1 F-274. Transpor$es Bereos Orisntsles, (T. A. 0. ) , Quito: 1 Cessna 180, 1 Norsonan, 1 Junkers Ju52, 1 C-47 (current). Cia. Ecustoriana dc Aviacion, (c.E.A. ) , Quito: 1 DC-6. 1 DC-63. Linea Intornacional Lcrea (L. I.A. ) , Quitog 2 C-46, 1 Constollation ( current). Viao Int..rnas Orientales SA (v. I. 0. S.B. ) , Quito: Ceased operations. CEDTA, Guayaquilr 6 Tripacor, 3 Boech uC-18S, 1 UC-45F9 1 Cessna T50, 1 Stinson V-77. SAN, Guayaquils 5 Cessna 170B9 2 Boech JRB-4. vmsh, Guayaquilt 2 Ccssna 180, 1 Cessna 170~. ECUAVIA D.S., Guayaquilo 2 Supor Cub, 1 Apache, 1 Cessna 172- dero Club, Guayaquils 1 Cessna 140, 1 Ccssna 140A, 2 Super Cub. Nissionarj Aviation Fellowship, Shell-Eerat 1 Cessna 180, 1 Piper Cub- bgricultural conpanics :- ATOIEXn 9 Super Cub, Aero-Fmigadora dcl Litorel: 1 Apache, 3 Super Cub, 2 Cessna 170B. CilDf~Sll: 14 Super Cub. FULSA: 3 Super Cub, Industrial ilgricola, Guayaquilo 2 Hiller UH-12, 1 Navion. Comercio y Transportes: 5 Biller UH-12, 1 Navion. FA%, Esnoraldasx 2 Pawnee, 1 Beech C-185, 1 Norseman, 3 Stenrman PT-17. Pa*i'-ilerican Fruit Company: 1 Super Cub. Agra Areoo 1 Hillcr UH-12. Fmtera Sudmericanan Ceased operations. Nc~v companies :- Aerolincas Lfiiazonicas S.A. (&LA.S.A. ) s To operato one Comanche on routcs from Shell-1Bera in direct competition with T.A. 0. ANTZN~LN.S., Xsncraldas: To operate t?.xi sorviccs with 2 Ccssna 170 on floats. 1iEROTAXIs To do non-scheduled work with 1 Cossna 190. L11PZhs No inform~~tion. 16, Colombia 16,l. General Summa3 (~olonbia) In contrast to rnost of the other South American republics, Colombia. has recently divorced all control of civil aviation frcm military porsonnol. This new administrationis a refreshing . examplo of the go-ahead na-l;urc of aviation in a country wllcrc r~ountcinranges and junglcs hav~prevented the develcpment of a gocd road or rzil system. The early enterprises of the German S.C.A. D.T.S. in 1919 g~vcColombi~ the distinction of having the oldest airline in the ~lmcricas, and since then the country has rotaincd a leading

position in South hnerican aviation. NOW S. C.A.D.T.A. IS successor AVIANCA operatss an extensive domestic and international systom of services with 50 3ircraft. A wholly omc3 AVIANCA subsidia~y,Aorotaxi, serves arGas which are inaccessible to the larger aircroft. Regular services from Cali, Villaviccncio, B~caramanga,1,Iodcllin and Barranquille are flown, in addition to charter work undertaken throughout the country. 1,ast ycar apprcximatoly 100,000 passengers wore carried by berotaxi's 15 Beavers and 4 Cessna 195s. UIANCA also hold 51% of Hclicolts stock, the Keystone IIolicoptor corpcration owning the remaining 4s. The main use for the flcet of 23 Bell 47s has boon tho support of the oil companios seismic crews, but last year tho fumigation of cotton was started and has dovclopod repidly. Now 12 of the Bells cen bc equippcd for spraying, and they arc competing favourably with convcnticnal fixed-wing aircraft. Helicolls claim of an avorage utilization of 1,200 hours per ycar on their helicopters gives an idoa of the opportunities available for this type of aircraft in Colombia. (hother largo helicopter flight is used by Petroleum Hclicopters dc Colofiibia, whoso 12 Boll 47s are cngagcd on survey work), Many farncrs have their mm aircrsft or use the facilities n:r the numerous airtaxi companies, and the seven aoro clubs in Colombia have 76 aircraft affiliated to them, In addition there nro four schools which train pilots to cornrfiercial standards. 'S'lzo larg~stof thesc schools is tho government subsidized E.N.11.C.C. he National School of Civil and Commcroial ilviation) , where 21 pupils are currently undergoing training on 17 aircraft, most of which are Pipcr Super Cubs. Botli $. N.A. C. C. and Aeroclub Colombia, the largest club, arc bns~dat Guaamaml Airport, noar Bogota, whore tho Colombian Piper distributors, Aero-1:ercantil Lir-litada also have their hcadquartors. Piper sales are atill avoraging 40 units pcr year despite the cancellation in 1955 of a prcferontial rate of oxchange for light aircraft, and soverc import restrictions introduced two years ago which limit imported aircraft to thoso used for agricultural or instructional purposes. Aero-Ncrcantil arc doing an increasing amount of maintenance and otcrhaul work on aircraft up to Aero C ornmandor size. In Colomnbia, as in anj country vrhcrc competition in agricul- t~xslflying is kcen, a price was has dovoloped. Daspite a government standard minimum chargo, equivalent to 18s. per hectarc, prices as low as 5s. are sometimes charged. Cotton and, rnore rocontly, banana plantations aro sprayed. Thcrc are two seasons for cotton spraying, March to August in the interior and Soptember to Janu?,~on thc coast, Rcasonablo utilization can therefore bc obtained from aircraft uscd solely for fumigation work, and tho Piper Pawnee has boon introduced success~lly. The Pawnec is slowly dispelling the prejudice that undoubtedlg exists among pilots accustomod to flying Super Cubs and othcr high-wing .aircraft. For tho spraying of bananas, the rotary atomizcr type of spray gcar Ps becoming morc popular, sincc the smallor droplet size available with this equipment minimizes leaf-burning. 16.2. Personnel Interviewed (colombia) Reno Van Vecrbeke R - Head of Administrative Department of Civil .Aviation9 Bogota. James G. Leaver - Kanagor, hero-1Iercantil Ltda. ( andl ley Page and Piper zgents), Bogota. H. Wild - Commercial Vice-Pres ident of +2VIUTCd, Eanager of norotaxi and Director of Helico19 Bogota. J. Bahamon - Assistant to Conlmcrcial Vice-President of AVnWCA, Bogota.

16.3. Statistical Information (~olombia) Total number of civil aircraft registorod on July 1, 1960 ...... 528 Privately owncd aircraft ...... 59 t~ircraftopere~od by tho 18 airtaxi companies ...... 88 l~ircraftcptxrated by the 11 schedulcd and non-scheduled airlines ...... YO Aircraft operated by the 18 agricultural companies ..... 97 flircrcft registered with ?hc 7 Aero Clubs ...... 76 Aircraft opcrated by the 4 Schools ...... 39 Kxocutive aircraft owned by 6 companies ...... 10 Aircrhft operatcdby govcrnrnent dcpartments ...... 16 Aircraft opcratc,d by Petroleum Holicoptors do

Colombia ...... ,...... e.OOe~o.O....o.. 12 Aircraft registored with 3 companies that are not operational e.e...... 6 Aircraft provisionally registered (mostly for agricultural work) ...... O...... O 35

Scheduled and non-scheduled airlines:- RVIANCA, Bogota8 3 Super-Constellation, 4 Constellation, 8 DC-4, 4 DG4 freighter, 9 C-47, 2 DC-3, ''20 Hi-Pcr DG3. A clsovias Condor de Colombia Ltda, ( AEROCCNDOR), Bnrranquill?. .: 4. C-46, 1 Cessna 180, ARCAx 2 C-47, 1 Douglas B-18. ARCOs 1 Tripacor, 1 Ccsana 140, LAICA~ 1 ~atalina,1 Ccssna 186. Linoas Intaxamoriccnos Acreos Ltda. (LU) , Bogota: 3 C-46. Lineas Aorcas del Caribe Ltda (~1~~~)~Ba~rcnquillas2 C-82, 1 C-46. Lloyd Scro Colombiano (LAC), Bogota: 2 C-46, 1 C-82. Rccontly 1 iquidatcd, Rutas Acreas do Colombia (WS) , 1Scdellin: 3 DC-4, 2 DC-6B, 1 DG-3. Socicdad flcroiiautica l:!cdellin (sAII), Eedellin:: 4 C-46. Sorvicio dc\ IiLunig~oionAeroa (SETA), Armeros 4 Super Cub. Lincas Aorcas Taxader (TNLT~D~~R),Bucaramangas 5 DC-3. 3 C-46, 1 9ttcr, 1 Boavcr,

Airtaxi companioss- Acrotaxi S.A, Bogota; 15 Bea,ver, 4 Cessna 195. Acrotaxi Caldasn 1 Apache, 2 Hclio Couricr. Acrovias do1 Llano (A:;~ROLLJ~NO), Villaviccncio s 1 Conestoga C-93, Aerovias Santadcroanas Pilotos Asociados (ASPA), Bucaramangas 1 Ccssna L72, 5 Ccssna 180, 2 Cessna 170. Acsrovias Pilotos Asociados (lL~lsP~),ETcdcllins 2 Cessna 180, ESTERhs 1 Ccssna 180, 1 Norseman. Hclicol, Bogotae 23 Roll 47. Lineas Aeroas Colombiana ?Gxpresa LACE)^ 2 C-82, Lincas Aoroas Or-lcntales (LAO), Bogota: 2 Pacer. Rutas Aereas Chaparralunas (McHA): 1 Cessna 180, 2 Super Cub, TACATAs 1 Cessna 170, 1 Cessna 180, 1 Voyager. Taxi Aerno Colombiano (TACO), Villavicencios 1 Norscmann, 1 Ccssna 170. TLIJZRO: 1 Tripacer, 2 Cessna T-50. Taxi floreo Sabanero (TASS) , Yopalo 2 Ccssna 170, Taxader de Boyaca (TAl30~): 2 Beaver, 2 647. Taxi dcroo ItEl Llan~ro"(T~IXIILU~NO), Villavicencios 4 Cessna 170, 1 Cessna 1409 1 Cessna 195. Taxi Lereo @pita (TAO): 1 C-479 3 Cessna 180, 1 Beaver. Taxi doroo del Xe-l;a (~0~)s1 Cessna 180, 1 Cessna 170. l~gricultural companies s - C.olombiana Lgricola y Trebajos Bersos (CAYTA), Tolimat 8 Supar Cub, 2 Pawnee, 1 Cessna 170, 1 Call-Air 150. COFAs 2 Super Cub. hpresa dc Furiigacion bcrca (>PA), Bogota: 4 Super Cub. 33%: 2 Supcr Cub. F'umigacion derca Opina- (FAO) s 2 Super Cub, Fumigacion fierca y l~IaterialcsAgricolas (FLQPA), Bogota: 4 Super Cub, 1 Pawnec, hnigacion Aorta Colombiana (FARCA) ,, Girardots 9 Super Cub, 1 Ccssna 180. Fumigacion hcrcas do1 Sinu (FLISIL)~ 3 Supcr Cub, 7 Champion Sky Trac 6. . . Fumigacionos Aereas Vallcr 5 Supsr Cub. EUbqUCOs 2 Supcr Cub. FUl!fCTCOLs 2 Supcr Cub. I;DCROFUNdR,s 8 Supor Cub, 5 Stearman, 1 Tripacer. IICROF1ds 3 Super Cub. Operationcs Colombiana Agricolas Ltda. (OCA)~3 Super Cub, 1 Call Air 150. SASll s 4 Supor Cub, SF&: 1 C-82. Sorvicio do Fumigacion Aorca (s~TA),Armoro: 4 Super Cub, SIlinRT.4: 5 Super Cub. TQA: 2 Super Cub. -77-

I .1,..-- Conclusions (south America) In tho vast ma: kct for light aircrsft v~liichexists in South A~~~orica,Pipcr and Ccssna distributors today havo na serious rrompo titora. 12gircultural , taxi and privatc flying, already

vory well dovclopod in many parts of tho continent, will continuc I I 'I;a provide an increzsing market for tho salo of suiteblc machines, pnrticularly as the economies of thc South Amcrican r~publicsbccor~e more s-kable and as thcir capital rosourcos expand. LL total of soma 7,000 civil aircr~ftarc currently rcgistcred in tho statcs that wcrc visited. Of this nmbcr, approximatsly 4,700 arc eithor privztely o~mcdor affiliated to aero clubs, whilst some 670 are engagcd in air-taxi work end about tho same numbor in agricultural flying. Tho narkat for both the &seat and 2-seat versions of the single-ongincd aircr~ftdcscribod in Section 7 (~onc~us5onss3f rica) is cvidontly vast. Particularly notable is thc wide use of aircraft for agricultural purposes, in which field tho Pipcr Super Cub is cloarly domin~~nt. As in Ifrica, a product of compcr3blc price and quality from F~nglai?d,backed by an excc:lcnt after sales follow-up, would be cxtrcmcly popultlr. In gcncral tho Arncricans arc not liked hero as tlioir vast Forcign Aid Progrmo labols them as tho "rich rclativctl to tho Latin ,lncrica,ns who lovo to bc independent. I If c ~mpotitionfrom the U.K, is to be rnado in the South American narkot it must bo romcmbercd that the United States has an important gcogrsphical advantagc. Light aircraft can bc flown down from North faerica at lcss expcnse than tho crating, transporting and reassornbling of units f rorn England. Customs dclays on imported goods arc also a significant factor, and those arc l~ssfor aircraft that arc flown into tho country thcn for thoso which are shipped in. Vlhero spares are unobtainable from local agents, Pipcr 2nd Cessna have built up a good reputation' by promptly Plying tho required parts out from tho U.S.; competiti~c -78- British manufacturers would have to offcr a siiriilar service, backed by cfficicnt on-tho-spot salcs and scrvicc organisations. An inportant point emphesiscd greatly in Soutll Ibnorlca was that aircraft must be demonstrated locally bcforct any npprcciable ordcrs could bc oxpectcd as tho pnople arc psrticularly impression- able. On the domostic airline front the prcscnt South bmcrican fare stn~cturemakcs it oxtrorncly difficult for the airlines to buy ncw cquipm~nt. Surface transport is maintained at a ridiculously ?heap lcvol as it is subsidised by the governrncnts who losc favour if they incrcasc the fares (many riots in rccont years have been initiated by incruases in transportation charges). Airlincs are consequently forced to kecp uncconomically low tariffs to attract their traffic. The only solution to tho re-equipment prcblcm seems to bo a ha-dening of the currency; meanwhile financial difficulties are preventing the sale of many of thc larger aircraft 2nd it is common to hear of cxtondcd- cr~dittcms of seven or cight years bcing discusscd. I'ART 11. GE~~RF3ORT. 5 - -- ,I . . ROD AND TZIVZLLING CGNDITICNS. This section records tho details of the overland journey. 1%is hoped that this will bo useful to othor people intending to travel over similar territory. Hov~over, it must be warned '1;hn.t tho interpretation of conditions and incidents which occur to other pcoplc is difticult and it is worth quoting kwo travellers whom wc met within the space of sovcral hours just before entering tho Congo, Onc told us that the Congolese roads were hard, well- eraded and dry, whilst the sccond dcscribod his traverse of tho Congolese? roads as somcv~hatof a nightmare. In other words it is very difficult to ovaluatc a person's judgement on tho condition of a road. Added to this is tho fact that in tropical countries, what is a good road bcforc tho rains start can bccomc impassable ill 24 hours, and until such a road is re-graded, water channels up to 12 inchos deep can be expected, not to mention the nunlbor of bridges which may get washeiii awsy leaving rivcrs to ford. In an attempt to classify road conditions the following definitions will be a guide. Thc maximum speeds always refer to conditions of a dry surfacc. 1. Good paved road. This description indicates that the car can bc driven to the extcnt of its capabilities. A road with a completely hard surface is so superior to any other that no cornparison of adjectivics will suffice. 2. Bad pavod road. It is to be notod that many pavcd roads are slightly broken, in which case they bocome dangorous and worse than.a good unpaved road. 3. Good unpaved road, This will doscribc any unpaved road on, which apocds of 50 rn. p. h, can be continously maintained. It will indicate that tho road is wide enough to pass -trucks going in the opposite direction, without altering course, cnd that tho corners are moclorato, This will inevitably refer to the type of road which is badly corrugated on which it is essential to travel at over 45 m.p.li. or shake the vehiclo to pieces. 4. Bad unpave2, roads. This will doscribe a road which, although the surface may be reasonable, allows only a maximum speed of 35 to 40 p.m.h. It. mainly applies to narrow roads with sharp corners in- hilly country, vrhere thc threat of collision is always present. It will also apply to roads which are not curved vrell and on which tho gradients are stcap for both ascent and descent. 5. Very bad unpaved roads. This catcgory is reserved for roads on which the surface, or tho prooipitous gradients and corners, forcc one to drive continously at n speed of less than 25 m.p. h. This description of the roads will be used in the text and, discounting wet conditions, it %s hoped that the future traveller will not find a road in worse condition than those described. All the touring documcnts (~ntcrnationalCarnet etc. ) were prepared for us by the Royal f~utomobiloClub, London. A special comrnerdation is made to the RoLloC. 'for thc way in which the difficult formalities of entering Argentina were successfully carriod out. Tho International Carnct was used for the temporary importation of tho vehicle into all countries except where otherwise indicated. Third-Party insurance is compulsory in 2.frican countries r~ndthis can be ebtcinod, with difficulty, through the Caledonian J'n:quranc,o Company or the Royal Insurance Company. viere novcr askod to produce proof of this insusc?.ncc anywhere in Africa, a1though it is d.of initely compulsory. Third-Pnrty ~.l~su.rnncois not nccessary in the Americas except in two of Lhe States of the U.S.A., sevoral Canedian Provinces and tho

Canal Zono. . In the lacricas if insurance is compulsory then, theoretically, facilities are made available at the border; in practicc re one sooms to worry although it could be emba.rrassing in tho event of an accident. , VJe carried no insurance in the Americas, the cxponsc being prohibitive. F'or rofercnce to the cost of any phase or item see the Financial Report, Section 10. Comments o:.~the climate will only be made if it was oxtremely cold or hot at the particular timoof transit. For further information see the Referenceg Section 8, Tho dates of our journoy are givcn only as a rough guide as they vJere dictatod essentially by tho aeronautical investigation,

1.1. EUROPE hND AFRICA ondo don to Cape own) On tho whole journey through Africa we found that tho theoretically longest petrol stage was about 300 milos, which occurred twicc in the North; most stagcs arc less than 200 miles. Hornover it did happen twice that places previously roportcd as having potrol had just run out. For %his reason we carried in cans sufficient fuel for an extra 200 miles in addition to the 220 mile range of the tank. On several occasions this extra fuel was used down to the last few pints and, in rctrospect,~sooms an inadequate rcscrve because of the unreliability of some of the petrol dumps. Eastern, Cohtral and Southern African supplies were found to be completely reliable and nore frequent. Hotel and good restaurant facilities are non cxistant outsido the largo liluropcan-populated cities. This cnforccs the' carrying of complctc camping oquipmcnt for usc on 9% of tho journoy. Tho ' Trans-African Highways ' book is unreliable in this rcspoct as many of tho rest houses aro either barns or now a figrnont of the imagination, Thoro are many so-called hotels run by tho local nativos which could not bc advised for Europeans. London - Gibraltar. 1,700 miles (approx. by diroct route) 16/3/60 to 23/3/60. Nearly all good paved road, with just a few small sections of good unpaved road in Spain. English Channel crossings can be bookod through the Royal Automobilo Club. Gibraltar - Tangiar. A daily ferry for cnrs complotos the crossing of the Moditorancan Sea in about four hours. Tangier - I5oknos - Ou j da. 438 miles. 25/3/60 to 27/3/60. Good paved roads. We encountered about 15 police or Army road blocks in Ilorocco due tc a state of civil unrest, but our progress was unhindored, Oujda - Saida - ColomTl Bcchar. 585 miles. 27/3/60 to 29/3/60. Good paved road. No troublo with the customs in Algeria and the French authorities were very helpful. The French Army is in completo control in Algeria end thero is a night curfcw on travcllingg ono is forced to slocp in hotoh. Weather bccamc llotter as vrc approachcd tho desert rcgions. 391 miles. 1/4/60 to 3/4/60. Very bad unpavcd road. This is tho ~pproachroad to tho dcsort and it is apalling for the first 100 miles during which the French Army is likely to enforce diversions around ninefields. The road is corrugated by large trucks which mzko a corrugation of up to two feet in wave- longth. To a small vehiclo these are like a ditch, reducing speed, somctimos for hours, to less than 15 m.p.h. After the first 100 miles it is possible in most places to drive beside the road on the dosort up to 30 uep.hO h his is not the rcal dcsert and there is a certain mount of vegetation>. We wore chccked out at Colomb Bochar by tlie French Army. This was the base from where tho S.A. T. T, company in prcvious years had controlloc vohj clcs crossing thu desert. Tho control has now boon taken ovcr by the Army and no vehiclc inspection is caraied out, in fact the procedure is now rathor casual. The all- importmt documont is one giving permission by the Prcfocture in Paris to enter the dcsert region, This can bo obtained through tho French Consuls.l;s in London and. tnkcs about two mcnths and a good roason to procure. The possession of this document is absolutely essential and it also means that the nrmy Authorities in Colomb Bechar expect your arrival, The S.A. T.T. company iio longer control any faciliPies in the desert and the patrol dumps are maintained by anotk-er trucking comprtny called l!.editeranee-Biger. Fuel arrangements and payrnenls are made at this

company's base in Adrar. . The route we took is called %he Tanzerouft; clcser8, The Hoggar route was temporarily closed during the time we crossed! no particular reason is given, and one is rexlly at the mercy of the Army. Adrarr - Roggan - Tossslit - Gao. 935 miles. 7/4/60 to 10/4/60. This is tho dossrt crossing, The French Army escorts all vehicles in convoy for the first 150 miles (i,e. about 60 miles past Reggan, the atomic tost centre). From 'Adrar to Tessalit, 570 miles, it is possible to drive on the desert and so avoid the tracks and sand drifts left by +he trucks. In'places speeds of 50 mop. he can be comfortably maintained and fn others an occasional reduction to 25 m.p.h. is necessary. It is extremely hot even in the wi~tarseason and night driving is much moro ploasan-b, The desert is officially closed from IJay to Septcmbon, but the truck drivers told .us that for many years now they have operated the same schedule a11 the year round. Information about the fuel dumps can only be ob tainod from the Flcditoranrse-Niger company. Tho longost pc-hrol stage for us was about 300 miles, Petrol consumption increasod in the order of 5% for all the desert dri.vii?g duc to the softness of the surface. A four wheel drive vehicle will hnvo no trouble with the sand, whereas a two wheel drive vehicle can

expect to get bogged down c?, few times depending on the skill of the driver; in eny case it is foolish not to have sonG six foot plajcs,

or the porforatod steel sheets used by the . . big trucks, end a shovel. 'No colnpulsory quantities of water are enforced, although a bare minimum for safety is 4 gallons per man pirid 4 gallons for the radiator, depending on i%scondi-bion. One drinks enomlous quentities

. . of waBer and because of this and the discomfort

. . it is best to make the crossing os quickly as possible, If one stays with the convoy efter Reggan then the French Touring Club do not cxtrsct the insuranco fee of about 24 which Bhcoretically guarantees your rescue, but not the vehicle, in the event of a breakdown. Aa one is forced to start in convoy there is not much point in leaving it as they drive quite fast and do tho 1000 niles in 80 hours of virtually continuous driving. The route is beaconed with oil dms every 5 kilometers across the dsssrt. Triter is available in quantity at Reggan and Tessalit. Gao - Niamey - Kano. 868 miles. 12/4/60 to 21/4/60. Good unpaved road. Very badly corrugated which enforces a speed of either under 15 m.p. h. or over 40 m.p.h., the latter being nearly alwsys possible. The last 138 miles in to Kano, Xigoria, ie a good. paved road. Vcry hot and tiring trsvell-ing conditions. ICano - Pkidugri. 370 miles. 23/4/60 to 24/4./'60, I'ostly gocd paved road, only the last 30 miles tsing vory badly pa\r~d,reducing specd to 20 m,p.h. Very hot and becoming morc humid. Feldugri - Fort Lamy - Fort Arch~abault. 505 miles. 25/4/60 to 28/4/60. Very bad unpaved road. 9@ of this section is over roads reducing speed to botwccrr 5 and 20 m.p.h. Previously these roads vrero not too bad but since the countries have become independent of France the indigenous native does vory little work gn the roads. This and following sections could well becume inpassable in a few years if no work is done on them. Cherges were made on tha fsrry at Fort Lmyg tho Fort Brchambault ferry is free. Very humid. Fort Archambzult - Fort Crmpel - Bambari - Bangzs s ou. 624 nfles. 29/4/60 to 2/5/60. Very bad unpaved roads. ITmerous ferries for which no charge is made. Animals in native villages on the rozdsi.de n?,kc driving difficult. Bangassou - Buta - Stanleyville. 454 miles, 3/5/60 to 5/5/60. Bad unpaved roads to Buta then good unpaved road t.o Stanleyville. Nay is tho start of a wet ssc?.son and occasionally we wore hold up for 15 minutes in iorrential rain. The area is mostly heavily forested and after a storm the road is littered with fellen bamboos and tress; s nachete is useful. flSl;nnleyville- E~lambasa- Joni - Kasindi. 505 miles. 6/5/60 to 7/5/60. Good unpzved road d.etoriorating to bad unp~vedroad nea? the Congo frontier. Part of this road near Stanlcyville was being paved at the tine we passed. Knsindi - Fort Portal - Kampala. 310 miles. . 8/5/60 to 10/5/60. Good unpaved road for 36 miles then 70 milcs of good paved road to Fort Portal. Good to bad unpaved road finishing with good pavcd road into Kampala, Undulating to hilly, Kampala - Tororo - Nskuru - Nairobi. 341 milcs, 13/5/60 to 15/5/60. Good unpaved road to Nakuru -then good paved road to Nairobi, The route is hilly and just before Nakuru an altitule of about 10,000 feet is roached, which was the highest road we travelled on in Africa. From here to Johannesburg tho altitude of the road is mostly between 4,000 and 6,000 fost, which incroasos the petrol consumption. Nairobi - Arusha - Iringa - 1,Tbeya. 856 miles, 21/5/60 to 24/5/60, Good (with short stretchas of bad) unpaved road except from Narago to just psst Arusha which is a good paved road. The unpaved road is very dusty whcn dry and bad when slightly wet, ETbeya - Lusaka - Livingstone (victoria ~alls). 745 miles, 25/5/60 to 30/5/60, Good unpaved road except 157 nilcs from Kapiri I\dtposhi to, Kafuo and tho last part into Livingstone which is good paved road. The direct route from -Kafue to. Salisljury is all good paved road, 280 miles. Vile tock a much longer routo via the Victoria Falls. Livingst one - Bulawayo - Salisbury. 566 miles. 2/6/60 to 6/6/60. Very mixed roads, all capabls of taking speeds up to 50 n.p.h. and over. IBostly paved surf~~ce,but at 1ons-b 200 miles of this soction consists of two 18-inch wide strips of pavcmcnt on which great conccn- trationis requiredto maintain spocd. In between there arc patches of good unpaved road. Salisbury - Fort Victoria - Beit Bridge. 371 miles. 1~/6/60 to 11/6/60. 1!2ostly good paved roads, with still a fcw miles of "the strips". Bcit Bridge - Johannesburg - Durban - Capertown. 1974 miles. 11/6/60 to 26/6/60. Good paved road, This is the middle of winter in June, but tho wenthor is mild and sunny excopt on the coasL where rain can bo oxpectod.

1.2. SOUTH AMXRILA (~uenosAiros to ~artagena) Potrol supplies in South America are f-tirly easily obtained, although it is convenient to be abl~to do stages up to 300 nilcs, particul?,rly in the Atacama desert. In tho small villages in the an do^ of Bolivia and Peru there are no petrol pumps and the fuel is sold by local. Indians, usually to be found in the main squarer

Hotel and restaurant facilit5e.s can. Bedo'ljtafned.. ik.t.hg: , . g2ti'w :

*, !, .,.. .-.>/ :... ,, and the larger to1vl.l~5 b6:wto'mf:ff$ fB ~~~:.l-$',~o~ec&iivonkont ,,and almost onsontial to kc ablo to cook one's own food and to camp. The Land Rover cntcxod South tZmcrica through Bucnos Jircs in the Argontino tln6 not Rio dc Janciro in Braeil for a very cood rcasong the l3rizilians do not rocognise tho Internntional Carnot for temporary importation of a vehicle and in fact thore docs not appear to bc any fixed regulations or procedure, Rowevcr, it was determined that the car could pos~ibly'be imported into Brazil upon tho paymcnt in cash at tho port of arrival of a sum of money five times thc value of tho vchicle vdlich the loval customa official fixes; then thcrc is no guamntce th8t this money would cver be refunded. As the whole process is unofficial 2nd nay still take over a fortnight to complcto with associeted bril~esit scclns a vary unwise courso to take until ncvr agrccmcnts have been madc, Fortunztcly for us Argentina has jast signed an agreement v,dth Britain to the effcct that thry will rccognise tho In-tcrnetional Carnct if it is baclccd b y a guasantcc of E1,500. This was arranged in London through a Bank thc Royal Lctonobilc Club. Thc latter made all the ncccssary praliminary contacts with thc Automobile Club dc brgcntino, which su'bsoquontly allov~adus to clcar tho Land Rovcr of custons almost without dclay on arrival. All other South Lnorican countries cxcopt Bolivia and EcuaCor officially rccognisc the Intcrnstional Czxnot.

I11 practise nost of tho border cfficiols are incredibly uncducatcd and will accept any gocd yarn, particulesly if you show Ghen how to fill out tho Ccrnct!

Bucnos Aircs - E!onddza. 678 miles. 30/7/60 to 2/8/60, Goocl paved roed. Heavy kraffic at 8.11 timc?s and. tho road is not very mido. Thc nonth of July, is mid-winter and it mas nost csscntial to usc anti-froozc in the radiator lvatcr, cvon at low altitudcs, when inland. Pdondoza - Santiago. 211 milcs. 3/5/60 to 7/8/60. This roaC crosscs tho ~lndcsover a pass at approximctoly 12,500 fcct and it is closed cornpletcly by snow from about Fay to Novcnbcr (dc~onding on the severity of tho soason). Tho road is vcry bad unpavcd over thc p8ss but on tho Chilean sidc after Los Andes tlxcre are good paved and unpnvcd roeds to Sontiago. During thc wintcr nonths it is possiblc to ship a vohiclc on a rzilv~ayflct-cnr througli a tunncl, Bvcn this can be blockcd for up jo thrco wc~ksat a timc and hcncc no rcliablo crossing can bo nado during thc winter. \To woro vcry lucky and got through, aftcr v~co~itiagcnly four dcys, on the first ttrin to pass in two weeks; bribery is an acccptcd nears of progress with tho officials. It is not possiblc to join the trnin othor than at IJondoza, despite infomation fr~nthe Autonobilc Club do Argentina to thc contrary. Santiago - hntofogasta - Arica. 1292 milcs, 10/8/60 to 14/8/60. Thc first 120 nilcs of this is n nixturc of good and bad paved road. This slov~lydctcrioratcs to bad unpcved roads cs 1,ntofogzsta is npproachcd. A pctrol stop is adviscd at Taltnl on thc coast as therc are no rnorc supplies, oxcopt at Nitrato mincs wcll off tho road, until Antofog~1~sta. About 100 cilcs north of hntofogasta tho road furthor dctericratos to very bad unpavcd road and then for ?,,bout 40 nilcs it bcconss a sea of fino dust. This was probably tho worst section of road

thnt wc cncountcrod on the ontiro journoy. ,, . , It then improvos es hrica is approached. Lrica - Tarata - Ilavc - Dcsaguadero - La Paz. 355 miles. 15/8/60 to 17/8/60. Good p,?,ved road for 30 niles tc Tacna then b2d unpaved rozd to Ilavc. This is very rncuntainous and. tho climb stsrts frcn sca lcvcl and finishes zWt13,000 foct. Thc road surface is nct too bad but thc gradicnts arc steop %nd stondy and, as~enginepower decreases with altitude, tho lowcr gears arc much nore frequently used. Fron Ilavc tc La Pa5 it is flet et about 13,000 fcot on s bad unpavcd rozd. In Peru there arc nworous pclico, military and civil road b1ocl:s cnd near tho frontiers thcsc occur ovory 10 or 20 nilcs. No spocial papers wcro rcquirod to take the vehicle into Bolivia, dcspitc tho insistanco of the Dclivian Consul in Arica who forced us to wzstc a lot of noncy obtaining a nanif cst. La PEZ - Cuzco -- Nazca - Lina. 1104. nilcs, 19/8/60 to 25/8/60. Bad unpaved road over very mountainous country, frcqucntly crossing passes at 14,000 foot, until thc final descent to the coa,st near Nazcz; then good paved road to Lina. For those not wishing

to entcr tho nountains the good paved road , gocs direct from Arica to Lima, Tho nountoin road through, Arcquipa is probably the best routc up to Bolivia or Cueco. Li~a- Piura - l!Tacara. ' 766 miles. 30/5/60 to 31/8/60. Good paved road to Piura then bcd unpaved road over hilly country to P!:ccc.,ro. Them is no bridge ct XEacera and in tho dry season the river is abcjut 40 yards wide md 2 fect deep. Alternative ways of gotting to Ecuador arc around the coast whore it is noccsser,y t~ tckc either a train or ferry for a short distance. IZacara - Ilojn - Cuenca - Quito, 545 niles. 1/4/60 -to 4./9/60. Nothing more thana track leavos Kecnra, but tho new road, which will be bad unpaved, is nearly completqd. Tho rest of tho road to Quito is bad to vory bad unpcvecl road with precipitous grc?.dients. Fron lZ2,casa to Cnli in Colornbia is very nountainous torrsin and ~omctimestho road is visible two miles aurRy on thc othcr side of a valley and it may hke two hcurs to roach there; some descents and asccnts are over 4,000 feet ct a time, zll of which nakcs driving vcry fatiguing. Speed is frcqucntly rcducod to ' bclow -15 m. p. h, for safety as the roads arc narrow yet carry many heavy truclcs. Roadside grzvas. are nurnorous. Quito - Pasto - Call - Bogota. 661 nilas. 7/9/60 to 9/9/60, Bad to very bad unpavcd rosd to Cnli as doscribed in the previous section. Good pavod road from Cali to Bogota with a few bed patches. Clirnato throughout thoso last 1,500 mil-es, during which thc oquator was crossed, is plcssnnbly nild as only olico, near Cali, was tho nltitude less than 3,000 foot, tho majority being over 7,000 feet. Bogota - Poreira - 1;Tedcllili - Cartagena. 858 miles. 13/9/60 to 15/9/60. Good paved road back to Armenia (i. s. same as to ~ali); then bad unpaved road until well past lodellin, mainly on account of the mountainous terrain. The last 200 miles to Caxtagona is on good unpaved road, nearly at sea levcl. Climate hero is extremely hot and Irwnid..

1.3. CEKTRAL. AND XORTHJilRN AF4XRICA (Puntaronas to Now ~ork)- The cuktoms and immigra,tion officials in Central America porbably outdo thoir southern neighbouss in thoir dcraand. for bribes. The official offlcc hours are in general 5' a.m. to 12 noon and 3 p,m. to 5 p.m, nnd 5.f you arrive outsj-do of thoso hours then it can cost up to 30/- a time, The Contra1 Arisrican countries, l!exico, U. S.A. and Canad.a d.o not recognise the Intornati2nal Carnet, although Costa Rica is a signatory to the Intcsnational agreement. Honovcs, thoro is no difficulty for the traveller wit-11 a vehicle as a tornporaxy pcrrnit'is typed out at each frontier; -this should theoretically cost no money. In the U,S.A. a groat variety of unenforced n~lcscxist about segistraticn in the various states, and the bcst way of coping with thc situation is to avoid all contact with tho constsbulary. Also, in sorno states, the police havo the power to cffec-tivcly fino without trial for traffic offences; do not assume thzt they have a friondly disposition towards visitors to thc 1T.S.A. Putarenas - Nanagua - San Salvador. 556 miles. 23/9/60 to 26/9/60. Elostly good paved road over hilly courltry except through IIonduras, which is a bad unpavod road. We shipped the Land Rover from- Cartagena to Puntaronas to avoid the two so-salled impassable sections of the Pan American Highway. (~ctuall~ the Daricn Gap, Panama to Colombia, wzs driven cvcrland for tho first timo this year in a Land Rover. It took throe months to do the 250 milo stretch supported by air drops. Tho other scction between Fanma and Costa Rlca is trwcrsed regularly in tho swnmor now, but all tho bridgc~aro not comploto which nscossitates tho building of rafts in thc wet soesona. Sand Sal-rador - Guatemala - Kazatamang,~. - Tcj?achula. 370, nilos. 26/,0/60 to 28/3/60. Good paved road to tho Guatemala border thcn bad paved road and bad unpaved road to Guatemala City. Good paved rosd to EIazatamango then bad to very bad unpaved road to the border of 12exico. Good paved road to Tapachula. F'rom Tapachula we had to put the Land Rover on to a railway flat - top for 250 miles to Tonala. This is not always neccssar37 as there is a rosd from Guateinala to Noxico vin Euohuetcnango and Comitan. This has Bccn open for many years on the Muxican side and three years ago.the Guatemalan sid.o was finishod. However tho

last wet season PJBS cxtremelybad and, at the time vuTe arrived, avalanches had closed the road on tho Guatemalan section which will be reopened in the dry soason. From Tonala there are about 15 niles of vary bad unpaved road to the mail? road from Ariaga. Fron here. on throughout Eexico, the 1'. S.A. , and Canada many routes can be choson, all of them good paved roads with good associated facilities. Our route was l![oxico City - .El.Paso - Grand Canyon - Las Vegas - Los Aizgelos - San Francisco - Vancouvor - Calgary - Binnipcg - Chicago - Ottawa - New Yorlc.

1 4, PE'l'ROL LOG. The fo1lowir.g table is drawn up to show how the price of petrol varied and the rclative mileage to tho gallon which was obtained. The pctrol consumption is a function of three main factors: (a) the grade of potrol, (b) the nature of tho surface (e. g, in Africa 5% of the mileage was on soft desert sand whore tho fuol consumption was increased by 500) and (c) the naturo and altitude of the terrain (e.g, in South America we travollod at over 14,000 feet i.n the ~ndes), On leaving London tho average fuel consumpticn on a long run at sea level on a pavod surface was bitween 22 and 24 miles por Imperial gallon when fully loaded. Lean carburettor jots wers used throughout thc? entire journey (i.o, thoso recorilrncndcd by the Rover Company for use at between 6,000 and lO,OOO feet).

Distancc. Fucl consumption Average price (miles) (niles/~mpcriel of fucl/~mporial gall on) gallon. Londor, - Capotown, 14,830 20.9 4s. 7d. Bucnos Aircs - Cartagena. 7 9 170 17.7 2s. Od. Puntaronas - Ncw York. 9,300 21.8 2~,10do

Tot a1 J ournoy 31 9 300 0% tho abcve totals the amount of pavcd surface in Africa was about 6,400 miles, ;ad that in South ~:moricaw2s approximately 2,000 milcs. Thc very high pctrol consumption in South tilerice was causcd by the long distances tsavcllod at high altitude, and over very bad torrain, in Bolivia, Pclu, Ecuador and Colombic. 2, SUIPI?ING Tho short sea crossings of tho English Channel and the IAoditcrancan Sca are straightfo:cward as daily car fcrries are in operation all tho year round. Tho crossing fron Capctown to Bucncs Aires can be madc vcsy easily and comfortably on tho Royal lntcrocean Line ships, which wc used. lIowcvcr tho immediate reaction to this Lins is that it is very cxpcnsivco After much roscarch wo found. that, exccpt for scvcral ncn--scheduled Japancsc freight ships, the Royal Interocean Lino is the only company opcrating this rcute, Also, furthcr invcsti.gaticn shcwed that there is, in fact, a seccnd and a third class on thcse ships, with much cheapcr ratesj that are not listed in England. The second class is extrcmely co~nfo~tablcand English food is scrvcd. Thc third. class is usually occupied by Japanoso and Chinosc imigrants and only Chinese mcals are served; Tihrcpeaiis are not allowed to trsvcl in this class, mainly because of the food problsm. Tho crossing from South hcrica to Contra1 America can be dcne in many ways. Tho sirplcst, without a doubt, is to arrive at Cartngona, put tho vehicle on tho first shi.p to Puntaronas in Costa Rica and., as most of thcsc ships do not carry passengers, fly from Baranquills to Sail Josc. Thorc erc ships running a.t least every wcck and as thcy hevo no re1iabl.c schedule, it is i~npossibleto book morc than cne or two days ahead; vv'e used the Royal T.lail Lino. Unlcncwingly wc tried vainly to bock on a ship for ~t least two months before arriving i.n Colombia. In this respect wc fou.nd that thc only company willing to book our pessagos was Graxc I.incs, operating fron Bucnsvcntura to La Libcrtad.in El Salvador. Thoy promptly cancelled two succcssivc ships and are totally unreliable, apart from thc fact that their charges arc, astrcnonical. \'ire finally made th.c cr~ssingas described in tho previous paragraph at abouC half the price quotod by Grace Linos, including tho cost cf the eir flight (scc Financial Report, Sootion 10, ) * The crossing from New York to Southatupton is routine. It is less exponsivc to send tho vchiclo on a freighter thah to accompany it on a passenger vessel. 3. LAND ROVER The Land Rover was a 1952 short whacl base model, which had already done 90,000 miles. It was conplctoly over:iauled in London and a factory rcconditio~iedengine was installed. On tho entire 30,000 nil0 journey we were only troubled with one sericus failure and that was the roar suspension, on which 13 spring leaves sufferod fatiguo failures. The nowcr models of the Land Rover have much heavier and longer rear springs and presumably do not suffer from this defect. By the time wo had reached Nairo3i we had fitted almost entirely new springs and did not have any more trouble until the Atacama Desert and Ecuador, vrhsre we broke a further two new top leaves and a now second leaf. At long last, in Bogota, we had the facilities to put in an extra full-length third leaf and since then have had no. further fai1.ures. Tho vchiclc? was not overloaded as it was carrying .only three average weight passengers and a maximum of 500 lbs. of equipment. Other minor troubles werot-

(a) Petrol pwxp failurc o; several sets of contact points, one set of non-return button valves and one diaphram and several minor fuel blockages, (B) Faihrc of one front whecl bearing seal. (c) Fail~reof two rear shock absorbers, (d) Brake dmns always full of sand and dust.

(0) Ignition failurc eventually traccd down to a faulty distributor cap. (f) Both mudguards and radiator sup]?ort suffered badly from cracks. (g) Slipping clutch duo to oil seepage which was repaired at 28,000 .diles with a ncw plate, ('h) Tho front wheels dcvolopod a shimmy at abcut 23,000 miles; this was temporarily fixed with new springs on the front swivel cones, tho cones and bearings being completely replaced at 28,000 miles. (i) Thc cnginc was given a docoko and valve grind at 12,090 miles and 28,000 inilcs. Wc cbtainod about 20 punctures, all from na.ils on the road. None of those caused a 'blcwout', elthough tho tyros werc exten- sively cut on sorno of the rcads that wc travelled ovcr. We woro given six Dunlop RTS3 tyros in England which havo givon exccllcnt servicc, each tyrc having done ovcr 20,000 road miles; thcy still havc tscad to sparc to complete 24,000 miles oacli, which was schcdulod for thorn on a basis of four 6,000 mile rotations. While or. the road v~owore ncvor hold up longer than the two hours that it tock us to change a roar spring loaf. Wo carried a fairly extensivc kit of spares, which Rovers will recomncnd when nskod for advice. For a trip of this natilrc it is recommended that, if finance pcmits, a long v~hoelbasc Land Rovc; would be a great improvement bc-causc of the lilorc extensive sleeping facilities which would bc av~ilablcin tho vehicle, 4. EQuIPnTFm. Our general equipmont was of tho simples+ variety and is listed bclowt 1 Tcnt (pneumatic Igloo-typo, 7 ft. by 7 ft., with a sewn-in groundshoot; this gasre excellent service). 3 Sleeping bags, 2 Small collapsible paraffin stoves, 4 Billics and 1 Frying pan, Plates, knives, forks and spoons, 1 Plastic wash bowl (essential), 2 &&gallon Jorry cans for water, 2 Thomos flasks, 3 Snall spongo-rubber cushions. We carnicd a set of old travelling clothes plus hozvy woollen jumpers, and showerproof jackets. We also carried one suit each wit11 a white shirt and tic which wc lccpt in our only (wardrobe-ty??e suitcase. All other clothca were packed in canvas kit bags. On tho special equipment side we had a portable typewriter, a Johnson developing tank ~ndchemicals to handle 120-size nlonochrome negatives, a Romington Rand electric razor walking off the car battery and a Iqurphy portable short-'i~avo radio, . VISL!,S. Beceuse the requirements for ent~yinto the various countries visited varied from onc member of the exp~d~tion%CI another, and because they are con3imally changed by the countries themselves, no specific list of visa reqairemcnts hcs been made. All the visas necessary for the expedition could heve been obtained through consular reprcscntativos in London; those for the forrnor French territorics in Africa mere obtaincd through M. Amate of the Frcnch Consulate in London. Howevcr, as %he leneh of time for which mcst visas are ve,lid is threc months, it was ncccssary to obtain tho South American visas and tourist cards en route. To nbtain visas we found that Chc following documents were necessary: a) Passport valid for at lcast one year after the date of entry into the last foroign country, and endorsed for all foreign countries. Melbourne obtained an additional passport before leaving London and Hyde obtained a second passport in Buencs hires. Thesc wcre necessary due to shortage of space in the original booklets resulting from thc many visas and immigration stamps. Approximately 25 blank pagcs were filled in the passpor4s of each member during tho course of tho expcdition. b) Vaccination certif icates, giving proof of vac cination or innoculation against various diseases; sec tho Iledical report, Section 7. c) Passport-size photographs; up to five may be necessary for one visa. d) Statement of authcnticity of tho expedition. This document, signed by the Chairman of the Imporial College Zxploration Board, mcntionod all members by name and stcted that our pcrsonal insurance had bcen undertaken by the Board. c) Bank statements, sigmod by tho member's Bank &Tanager, stating %hat sufficient fund-s wcre held to adequately finance the member in any country. f) Health certificates guarantooing that tho member has boon cxminod and found fit; written on a doctor's hoadcd notcpaper. TBc Brazilians insi.st upon a special wording or ar. oxzmination by their doctor. g) -A political statcmcnt was required by Peru confirming that we woro not communists. 6 CUST OMS JIND Dl!ILI GRIT I ON Firearms can be importod into most countries only when proper permits are obtained, This expedition disposed of its one shot- gun in North Africa when it bec8me obvious that tho customs difficulties &rising from tho importation of tho gun would delay tho passage of.-the group from country to country. Tho permits for the entxy of tho vehicle and its passengers in'to Algeria wore obtained through tho French Ccnsulste in London, and gave tho exact route to be followed in Algcria. This permit was endorsed by tho French Police and military officials at Colomb Bcchar and Adrar, as vrell as at intemodiate check points in the Sahara desert (see Section 1.1). The reasons for landing tho vehicle at Buenos Aires and not at Rio do Janeiro have bcen described in Sect5.cn 1,2. Police cho~kswore pc?,rticularly numerous in Peru and Bolivia. Tho tcontrols', as they are called., were often manned by extremely unintelligent personnel. T9'honevor possible the expedition drove through the controls without stopping, a procedure which greotly reduced the travelling timi2 and one which had no repercussions, Custcms and Immigration difficulties were encountered in Central America, due to the short official hours that the border posts were open (usually 9 a.m, to 12 noon and 2 p.m. tc 5 p.m.), Tr~weller~arriving outsidc these hours are required to pay fces, or rather bribes, which can be anything up to g2 per group of officials, Only in one instance, on cntoring Guatemala, was the expedition rcquircd to unload the Land Rover completely for a customs search. It v~a~felt that tho rcuto maps painted on tho doors of thc vehicle allaz-ed tho suspicion of officials by arousing their interss* in our travols, This also helped to ilidicate that the Land Rover was d:;finitcly in transit through the country concerned. yooq. sarq.rT-emxoj ~'i3qoqayq axoqM 60~yq3*9*?) sorxq.un03 DUOS JO suorq.c~@o,.:oqq. qnoqe so3xoq.s 3uruoqq3rxj myq..ex p~oquoaq p.ey

aM q2noyq.T.e 61CauxnoC oyq JO o8uqs KTXQ q.u Jorq.uoxj .t? q..e oTqnoxq The general heslth of tho cxpedition mcmbcrs during the journey was excellent, with only two brief periods of illness. Shortly aftor crossing .the Sahara water was drunk directly from the Niger River, without chlorina,tion, on tho advico of %he French military people stationed there. As a result all three members caught dysentry which lasted, with varying severity, for

' about two woeks. During tho rcst of the jturney the chlorination tablots werc used daspito the protestations of local residents about the purity of their watcr. Sore throats occured several times but only once v~asthis sovero when Hyde caught a painful throat infection whicli lasted two days. The mombers wore vac~inatedagainst the following diseases be f oro leaving London: 1, Small>>ox, compulsory, 2. Ysllow FOVOX* 3. Cholera. ) \ 4. T. A. R. I ro comncndc do 5. Tetanus. 6, Typh~s. I A largo medical kit and a smallor motorists first-aid kit werc donated by Boots. Of the usual medical supplies in tlie former, the following werc found particularly uscful; mosquito spray and lotion! ccugh drops and lozenges; caolin type of modicine for dyscntry; aspirin, coodine, chloroquinino (anti-malarial) and chlorine tablets ( for drinking water) . A snako bito injection kit was purchased in North Africa and was kept in a re~ldilya.ccessiblc position thrcughout the jou.-ncy. Fortunately neither this ncr the first aid kit were ever needed, although a few minor cvts were treated. A flap of mosquito netting was sem into the door of the tent before lecving London and this was f~undto be very valuable at night, in combination with tho insect spray. 8. REFI~NC~. There arc thrce outstarding rcforcnccs on Africa, South America, and Central America, apart from tho endlcss travel fold.ers that one can obtain at tourist centres for each country and which are always very intoresting, Thesc ares 1) Trans African Highv~a~s. This is published by %he Auto- mobile fissociation of South Africa, and is available from the A.A. in London. It contains de-bails of road conditions, facilities, pctrol and cli.m.tic informatioil for the whole of Africa. (the pricc is about 30/-), 2) Tho South llmorican Handbook. This also includes Nexico and Contra1 America. It has only limited details cn roa,ds, but it does provide a goldmine of information about csch country, the bigger cities and climatic conditions. It is available at some tourist agoncios in Itondon or at tho Royal Mail .Linosl office in Loadonhall Stroot, London (tho price is about lo/-), 3) Two publications produced by the Automobile Association of \ lmorica on road conditions and facilities in (a) Iricxico and (b) Ccntral and South Amcrica. Tho information in these bocklots is rather vzguo to bo of great use, but it is a start. Thoy can bc cbtaincd by writing to the 1l.1i.A. in eithcr London or America,

The first two bo:ks mcnticncd arc invaluable, and are quite sufficient when used in conjunction with thc maps made 03 all these routcs by the potrolcum companies; these can be obbained by mail. -9. PUBLICITY AND-- CONCLUDING RSIl'iL"iR

Most of the publicity was arranged at tho rcqucsf of the United Kingdom Information Sorvicc. Lonfion (departure) 8 Flight, Aeroplane , The Timcs , Tho Star, BeBe C. radio, Kadunas N. B. C. radio. Johanncsburgs Tho Transvaalcr, Johennosburg Star, S.IZ.B,C. radio. Durban: The Daily Nows, Cape Towns Capo Argus, Buenos diresa Buenos Liros Horald, La Ra~on, La Pazs Ultima Hora, Presencia. Vancouvera Vencouvcr Province, C.B.C. radio and TV, Chan TV, CICLC: and CI(l7X radio stc?.tions. Calgary: Calgary Ecrald, CFCN TV, CFLIC and CKXL radio stetions. Winnipogs IfJinnipog Tribune, Winnipeg Free Prcss, C. B. C. T3. Chicagoa WCFL radio. Toronto: Toronto ncwspapers. 1,fontreala La Prcssc, COB, C. radio, CFOX and CKVL iadic statioiis. Ottawat The Ottawa Journal. . . I.Tanchcs tcr ( retuzn) o Lkening ncv~spapcrs.

Tho Unito d Kingdom Information Scrvico in Canada arrangcd for thc tam to lecture on tho expedition to the following Universities8 Vancouver: University of British Columbia branch of the A. S.25.3. University of Dritish Cclumbia Engineering Dopt. Calgmys Calgary Institute of Technology end Art, lLeron~uticsDcpt, \Vinnipegs University of Elianitoba, Engineering Dopt. Toronto: Univcrsity of Toronto, 2:xploration Society. 12ontrcal s KcGill. Univcrs i ty, ?i;.nginoeringDopt. Ottawas Carlc ton Univcrsity, Shginccring Dept. Uiiivcrsity of Otta~va,IXgineering 2spt. Ontario Instituto of Tochnology,

On cornplotion of tho cxpodition, Ryde roturnod to tho College of borcnautics, England, ns a Resoarch Follow, Gartshore is taking employment ir, Canada on aeroiia~~ticalrasearch and I\dclbcurno, efter solling the Land Rovcr in England, will return to Lustralia to work in aoronauticse I.0, FINilPrCIAL-- PL7PORT This section will sot out the cost of the ~~riot~~itoms as they sctuol.ly occured for thc three man expodition to complete tho an-biro 40,200 mile jcurncy fron Londcn to London. - Ono departure cnly has bscn 1~1adefor simplificati.cn and that is to zssumo that alJ. throe members returned to London, v~horeas3.n fact Gartshoro rcnaimd in Canada, So as to nakc this section more uscful a,s a rofcronce thcro arc colments on where reductions ware given to the oxpodition,

PRXTJI~.~INARY?ZC.F'ENSES. .E Boyal futomcbile Club fccs and internati~nalpsgcrs for tho Lcnd Rover, 5. Bank charges for.62500 indenlnity to Lack the intornaticnal Carnct 2. Conpulsory third party insu ranco in Bfricz. 22. Lmd Rover spare parts. 30 Zfaps and ack'ninistrntion costs, 6. Camping gear. (~cnts,wntcr & petrol csns, shot gun & sheE!.s, misc, items. A rnajority of this type of gear was previously o~,vncd). 43. Film. 44. Camera insurance. 12.

SHIPPING BBD TEIIJSPORT. English Channel crossing. (~otal) 8. Gibral tarto Tanglor (~otal) 9 * Cap@town to (a) Rio de ~aneiro,) 2 passsngors. ) 220. (b) Buenos liiros, 1 passenger. 1 (c) Buonoo hires,

1 Land Rovor. 87 0 (Tho passenger fares were subject to a 25$ discount specially Yendoza to Puntarcnas. 3 passengers. 1 Land Rovcr. Cartagena to Puntcrenas. 3 Passengers. 1 Land Rovor. Tapachula to i~riaga. 3 passcngcrs. 1 Land Rovor. Bow Ycrk to London. 3 passongors. 1 Land Rovor. Porto dlcgre to Bucnos Aircs. 2 passcngers,

and Rovor costs include loading charges and bribos). PGTBOL AND OIL

London to Capotown. . . 14,833'miles. 163. 2. 0. Buonos Aires to Cartagena. 7,170 miles. 40. 4. 0. Costa Rica to Novr York. 9,300 miles. 61. 15. 3. Total oil costs r roe Shell lubri- cation was given, exccpt in M.lifrica. 5. 0. 0. - 270. 1. 3. FOOD, PRRtWPIN & ALL MISCELLIUIEOUS ITErTS* (~ospi.talit~rcccivod and time spont 215. 7. 11. 215. 11. on ships acccunted for 41 of tho 7. total of 252 days),

Land Rovcr rcpairs. (8% for roar susponsion) . 36, 14. 6. PO s -'ingo. 37. 18. 0. Lost wallct. 9. 4. 0. Bribes in South & Central ~b~~crica. 9. 7. 0. Hotcl acco~modetion(~~%ilo waiting for Land Rovcr to clcar custons etc.) 16. 4. Ob 109. 7. 6.

TOTAL EXPENDITURB

This financial ncccunt has assumed that a vehicle has been purchased and is in final condition for such a jcu~noy. For . our expedition this took tho form of buying a 1952 Land Rcver aid -112- thoroughly reconditioning it, including fitting a rebuilt engine; the total cost of t5is was approximately 2440, plus the prico of a set of six new tyrcs and tubes which were donatciby Dunlops. ~irdctincomc to thc cxpcdition cpmc from throe sourccs, apart from telovisicn and radio interviews and writing, which arc still in prdgress. 1. 'Phc John de Bzvilland Award, given to Hyde on behalf of the cxpcdition U00. 2* Support of tho Imperial Collcgo Tkploration Board, cerqing with it medical insurancc to tho value of 'W8. 3. Sholl l!'Icx and BOP. Ltd, , donation K50.