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Aviation History
1954
1954 - 1979.PDF
28 FLIGHT, 2 July 19 i4 CIVIL AVIATION . . . centre line over the approach lights. Precisely such an approach seems most remarkable to me in view of the possibility of an emergency land ing on any airfield without local approach aids. Precision approaches can be made anywhere within a 150-mile radius of the master. Italian and Swedish chains are under* consideration (the report con tinues) and with their aid the company's complete network of European services would be covered. A Deeta system planned for the South Atlantic will be capable of giving'fixing accuracy of 10 to 15 miles. It is also noted that B.E.A. Viscounts are Decca equipped, and to speed up the outbound traffic fromXondon these aircraft can be given Decca clearance enabling them to*' climb and fly out of the zone on a pre determined track, which M completely independent of the existing aids system. The re-enteriaf of the airway is then possible at any chosen point. Block times migrit be shortened very much by this procedure. As position is given so accurately (by the Flight Log) it is possible to fly the shortest distance between points and thus to shorten flight time. Interference due to thunderstorms, static, etc., are seemingly kept within such limits that the control by the Flight Log would not be impaired. MARATHONS FOR JAPAN T AST Tuesday afternoon, the first of two Handley Page Mara- *—' thons for Far Eastern Airlines was h^Hded over at Reading. It was received by Admiral Todomu Jstotamura, aviation manager of C. Itoh and Co., Handley Page^s-'agerfts in Japan. The second machine will be ready in ahoCttwo weeks' time. Both these Marathons j»*e'completely new, have been fitted with additional radio to mpefjapanese requirements, and are equipped as 20-seaters. With this payload the range is 1,330 miles at 165 m.p.h. The'engines are four Gipsy Queen 70-4s (340 h.p.), and the all-up' weight is 18,250 lb. TASMAN SOLENTS WITHDRAWN /")N Monday last Tasman Empire Airways were due to com- *--' plete the change-over from flying-boats to landplanes for their services between Australia and New Zealand. Three routes (Sydney-Auckland, Sydney-Christchurch and Melbourne- Christ- church) are flown—all with DC^fe" formerly used by B.C.P.A. The last scheduled Tasman crossing by a Solent, from Sydney to Auckland, was to take place on Sunday. Use of landplanes has not only reduced joyrhey-time between Australia and New Zealand, but has merae possible the introduction of tourist fares (the DC-6s have Separate cabins for the two classes of passengers). IMPROVING SOME details approved by Kai Tak Airport. KAI TAK have recently been announced of the plan the Hong Kong Government for developing The plan, devised by the Department of Civil Aviation, envisages 24-hour operation of all types of aircraft likely to be used during the next JO-15 years. At present the physical limitations of Kai Tak make it necessary for operators to arrange their schedules round a'12-hour stopover there. LONG-TERM PLAN: As reported above, the Hong Kong Government has approved a £6m plan for much-needed improvements to Kai Tak Airport. However, the new 135-315 runway illustrated here is not expected to be ready until 1958. Provision is made for the operation of large flying- boats from Kowloon Ray. As illustrated on this page, the improved airport will have a new runway—7,200ft x 200ft, and capable of taking aircraft up to 200,000 lb—built on reclaimed land in Kowloon Bay. The terminal area, consisting of a parking area, maintenance area and terminal building, will be built partly on the site of the present airport and partly on reclaimed land. It is hoped that by the time the new runway is ready for use (early in 1958), the following minima will be in force: day, 600ft cloudbase, 2 miles visibility; night, 800ft cloudbase, 3 miles visibility. Modern approach and runway lighting systems are to be installed. Total cost of develop ing Kai Tak will be in the region of £6m, including £500,000 worth of work to R.A.F. requirements. B.O.A.C APPOINTMENT TN addition to his present duties as financial comptroller of * B.O.A.C., Mr. Basil Smallpiece will in future hold the appoint- j ment of deputy chief executive. This is announced by the I Corporation's chairman and chief executive, Sir Miles Thomas. In the absence of Sir Miles, Mr. Whitney Straight, as deputy chairman, is responsible for the performance of all duties normally exercised by the chairman. PREMIER'S ATLANTIC CROSSING "CLYING in B.O.A.C. Stratocruiser Canopus, Sir Winston * Churchill and Mr. Eden travelled from London to Washington in 18i hr elapsed time on June 24-25tJr. Actual flying time for I the 3,716-mile journey was 16 hr 6 min. The Prime Minister's aircraft left London at 1900 hr G.M.T. on June 24th and reached I Gander 10f hr later after an uneventful flight at 14,000ft. After \ a 1 hr 49 min stop at Gander, Canopus flew "airways" to Washing- i ton in 5 hr 21 min. Sir'Winston and Mr. Eden disembarked pre- ; cisely on schedule at 1300 hr. G.M.T. on June 25th. The air- craft was comraarided by Capt. Donald Anderson, who has made some 430 Atlantic crossings over the past 14 years. THE SWISSAIR ACCIDENT OFFICIAL investigations into the recent loss of a Convair 240 of Swissair are now being conducted by the M.T.C.A., whose report has not yet been published. Meanwhile, it has been announced in Switzerland that the aircraft had not been refuelled at Geneva before taking off for London. The Convair descended into the English Channel on June 19th with the loss of three lives. OTTER'S LONG HOP AN Otter bought recently from de Havilland Aircraft of Canada • by a Norwegian operator was recently damaged during delivery by sea. The aircraft had been dismantled, crated and lashed to the deck of a Norway-bound freighter, but a storm at sea snapped the retaining cables and the crate was severely battered. To enable the operator (Wideroe's Flyveselskap Og Polarfly) to introduce Otter services on schedule, it was decided to deliver a second aircraft—by air. Fleetways, Inc., of Burbank, were selected for the task of delivery, and the Otter was fitted with a 182-gallon long-range tank mounted in the 14-seat cabin. Fuel capacity was thus increased to a total of 361 gallons, and range extended to 2,000 miles. The Otter left Downsview Airport, Toronto, on June 21st and arrived at Stavanger last Friday, June 25th. Refuelling stops were made at Goose Bay, Bluie West One and Keflavik. Since 1946 Fleetways have completed 4,500 long-range delivery flights. The Otter was ferried by pilot Jack Ford and navigator Walter Henderson. They are returning to Canada shordy with an executive Heron for Canadian Comstock. LONGER U.S. DOMESTIC FLIGHTS AN American civil air regulation in force since 1931 has been > waived by the C.A.B. to permit continued two-way operati n of the new coast-to-coast service. The regulation concerned is the so-called "eight-hour rule," which virtually prohibits domes' >.c airlines from scheduling non-stop flights of more than eight hours' duration. Until recently no operator of U.S. domestic services had aircraft capable of flying eight-hour stages without sacrifice of payload. The situation was changed by the introduction of the DC-7 and L1049C Super Constellation. In May American Airrin s, T.W.A. and United Air Lines all applied for permission to co - tinue flying trans-continental services non-stop regardless of i e eight-hour rule. Flight times scheduled by American Airlir :s and T.W.A. for the eastbound crossing are 7 hr 15 min and 7 r 55 min respectively. Experience since the end of last year f »s shown that these schedules can be made good. American A '- lines, however, also fly westbound non-stop against prevail; S winds. Though originally scheduled to come within the eig - hour rule, westbound DC-7 flights have averaged around 8! i •• A special regulation legalizing continued operation of the we - bound service was adopted by the C.A.B. on June 14th, tak i effect immediately. The regulation, applying only to schedu o
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