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It seems clear that with the completion of the modification program, the IFR capability and the demonstrated growing public demand (compounded in major degree by the advent of the 747's in late 1969) that additional schedules will be required and will be reflected in daily aircraft utilization. Increased reliability, of course, will also have a very marked effect upon public demand. Congestion at the present airports, on the ground as well as in the air, will also bring pressures for increased service as will the availability of a fourth major airport serving the New York area.

Five Year Plan - July 1, 1967 -- June 30, 1972

Years | Fleet Size* | Aircraft Utilization** | Load Factor*** | Performance Factor**** |

1st | 7.25 107's | 4 hours | 52% | 85% |
2nd | 8 107's | 4.5 hours | 55% | 90% |
3rd  | 8 107's | 5.0 hours | 58% | 95% |
4th | 8 107's | 5.5 hours | 60% | 97% |
5th | 8 107's | 6.0 hours | 60% | 97% |

The above table makes no assumption with respect to the availability of new more efficient aircraft with vertical flight capabilities. In this connection, however, it is believed that some equipment will become available within two to three years after either the conclusion or the stabilization of the war in Vietnam.