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410 HELICOPTER AIR SERVICE PROGRAM

2. an increased scale of operation which was made possible in large part by the acquisition of this new equipment; and 

3. the fact that the market has been responsive to the new equipment with the result that traffic volumes have increased and the costs of handling traffic has declined. 

In summary of this analysis of trends of operating costs, it can be said that the helicopter carriers have shown a substantial degree of progress in the area of cost reduction and that this has been most apparent in the period when modern turbine equipment has been available to them.

Table III-18

TOTAL OPERATING EXPENSE PER PASSENGER MILE
(In Cents)

[[5 column table]]
|Year|Total|CHA|LAA|NYA|
|---|---|---|---|---|
1957|157.6|159.7|104.8|203.4|
1958|122.0|98.0|104.1|161.9|
1959|95.0|68.2|91.0|139.7|
1960|88.4|65.1|106.2|121.7|
1961|102.3|76.6|103.5|139.6|
1962|107.8|119.8|84.0|120.8|
1963*|74.7|128.5|50.4|90.3|

*12 months ended September 30.

By Qt.

[[5 column table]]
|---|---|---|---|---|
|Mar 1962|137.3|111.6|151.4|155.2|
|Jun 1962|115.0|110.2|90.8|138.4|
|Sep 1962|91.6|122.0|65.4|91.1|
|Mar 1963|89.7|161.9|60.8|107.1|
|Jun 1963|61.6|105.8|39.6|78.5|
|Sep 1963|56.6|121.2|42.0|72.7|

Source: Handbook of Airline Statistics; Form 41, CAB.

 The decline in total operating expenses per revenue ton mile is shown in Table III-19. The unit costs of both LAA and NYA in the 12 months ended September 30, 1963 were only 68 per cent of those experienced in 1961, before the new turbine equipment was available.

Note: In 1962 SFOH reported total operating expense of 74.8 cents per passenger mile.

III-19