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Aviation History
1954
1954 - 2230.PDF
1., August 1954 195 I gh-pressure Fido I tlAT die question of a Fido fog-dispersal installation at Lon don Airport has been postponed until tests have been carried out by me R°val Air F°rce was mentioned by Mr. J. D. proiumo, the Under-Secretary for Civil Aviation, in a written " Parliamentary answer last week. He said that although no major engineering difficulties were eXpected in the construction of a high-pressure Fido, the com parative lack of success achieved so far in the United States with the only existing full-scale installation of this kind had suggested that further experiments should be conducted with a short length of burner lines in-order to arrive at the best possible layout and accurate information on running and maintenance costs. This should be done at an aerodrome where the experiments would not interfere with major civil operations. To this end it was better that the first installation should not be at a civil airfield. Only when accurate figures of the cost of clearing various degrees of fog had been ascertained would civil operators be able to assess realistically the extent to which Fido at London airport would be of economic value to them. Bomber Command had, in any case, an operational requirement for Fido, and it had therefore been decided that the experiments should be carried out at a Service airfield. The Minister did not propose to take any further action at London Airport until the results of the R.A.F. tests were available. We learn from the Air Ministry that the R.A.F. airfield referred to is Marham, Norfolk. CAT-O'-NINES: The prototype Grumman F9F-9J Tiger, latest of the Grumman "cat" family, is seen on its first flight on August 5th. Powered with a Wright J6S (Armstrong Siddeley Sapphire) turbojet, the Tiger is an "air superiority" fighter, designed for supersonic speed in level flight. The nose probe is an experimental pressure-and-yaw sensing head. Strictly on the Level ""THE French S.F.E.C.M.A.S. concern ar>-fustly proud of the * fact that their Gerfaut delta-wing^-^rngle-seater, intercepter prototype has achieved supersoryC'Speed in level flight—at a height of about 34,000ft—solel^on the power of its Atar 101D turbojet, and without reeeUfse to any power-boost system such as afterburning or rockets. The Gerfaut, so far as is known, is the first aircraft to claim this distinction. The pilot was M. Turcat, and the date of the achievement August 3rd. VISCOUNT FLEET FOR CAPITAL AIRLINES HAD the authorities at London Airport been aware of the errand which brought Mr. J. H. Carmichael to this country last week, the red carpets would no doubt have been rolled out. Accompanied by his vice-president, operations, Mr. Jim Franklin, and his chief counsel and chairman of the executive committee of the board of directors, Mr. Charles Murchison, Capital Airlines' chairman in fact came to take up as a firm order his company's option on 37 additional Vickers Viscounts and to take a new option on twenty more to make a total of 60 aircraft. The total value of the firm order to date is $46 million or a round £16m. Deliveries (and Mr. Carmichael remarked that probably he could not have got comparable new aircraft so quickly anywhere else) are to begin with the three aircraft first ordered; they will be handed over in the first quarter of next year, and the 37 will follow on, so that all 40 should be in the airline's possession by the end of August 1956. If Capital go firm on the new option the 20 more are to be delivered by February 1957. Announcing the new order so soon after the original one, Mr. Carmichael said that, having been able to study the aircraft and its performance more closely still, his company were even more enthusiastic than before. All the indications were that the Viscounts would be very well received by the American public and he no longer felt any need for a trial period. They were smooth, fast and competitive from any aspect. One would like to think that this quick return to take up the option also had something to do with "inside knowledge" that other American operators may be very interested in the aircraft and with assuring early deliveries in the event of more orders being placed. A question to Mr. Franklin along these lines re ceived a non-committal answer. If the Viscount is as good in American eyes as Mr. Carmichael believes, it is reasonable to assume that others will be wantfng to get into the picture. Noise measurements had fe(6en taken, said Mr. Carmichael, and it had been ascertained by Capital that while the sound of the Rolls-Royce Dart tufboprops was certainly different, the decibel noise-level was le^ than for several other piston-engined types in current use. Ap&, moreover, the Viscount climbed away more quickly and thus/the duration of noise over built-up areas on take-off was short/f. Regarding an American C. of A., Mr. Carmichael said he had not yet received #\y official assurance from the C.A.A. that one would be granted, but he saw no reason why it should be y thheld. He foresaw no difficulties in introducing the Viscount irto service; it #as flexible, and it fitted in with piston-engined c "erations. Training of Capital air and ground crews would also be 1 sy enough. This order was simply a matter of going to a mufacturer 3,000 miles east instead of, as formerly, 3,000 miles st. Some key men would train in England and they would go ick to America and train the others. Capital would also work osely with T.C.A., who will get their first Viscounts very lortly. T.C.A. will, of course, operate into the United States U Vi Cy nave r'gnts 0Iuy f°r terminal services. Operational ;roblems might be a little simpler in America. There were no .ustpms ar»d immigration difficulties; on the other hand, com- etition was very acute. In view of the numbers of Darts now involved, Capital will set up its own engine overhaul base at Washington, D.C., forth with. This city is both its corporate and operating headquarters. In discussing various reasons for his company's choice of air craft, Mr. Carmichael remarked on the substantial development ahead of the Viscount while some other types were already at the end of their stretch. Turboprops were the next logical step for his operations. Production Viscounts are in fact nearing a change in mark. A new stage in Dart development, bringing increased power and economy, is soon to be introduced. According to the progress made with this change-over, Capital's first three aircraft and several up to a total of eleven of the new order will have Dart 506 engines. Some of the associated airframe development modifications may be included. The remainder of the order and eventually (after their first main overhaul) all the aircraft will have Dart 510s and become 100D series Viscounts. The main differences in the later turboprops are concerned with the reduc tion gear and turbine. A change of gear ratio and new paddle- blade airscrews will allow cruising power to be absorbed at lower airscrew r.p.m.. and this will reduce even more the noise level in the aircraft. (Further notes on the 700D—page 220.) Capital's Viscounts will be 48-seat, four abreast, semi-luxury models. They will be as standard as reasonably possible but, of course, American radio and instruments—some similar to the T.C.A. machines—will be fitted. It is not certain whether an autopilot will be fitted at all in the first place. The fleet will be standardized, this being the first aircraft design the airline has operated which is sufficiently flexible to permit this course. On all its routes Capital, which is the largest regional carrier and ranks fifth in size in America, is in competition with one or other of the big four. The Viscount will thus fly against DC-6, DC-6B, Super Constellation and DC-7. These are, how ever, long-haul types and Capital's operations are' essentiallv short haul. Capital's present Connies have an average dailv utilization of 9 hr 22 min over an average stage of 297 miles. The longest services are New York to New Orleans and Twin Cities (Minne apolis/St. Paul). The longest non-stop stage (and the most im portant service) is Washington to Chicago, a distance of 603 miles. Last year 2+m. passengers were carried; in 1955, with Viscount appeal, the figure is expected to reach 3 million. COMMONWEALTH EXPANSION THOUGH the achievements of the comparatively small number of major aircraft firms in the British Commonwealth regularly make news, less is heard of the numerous smaller yet'equally progressive concerns—many of them formed, with Government encouragement, since the war—which are now playing such an important share in building'up the aeronautical strength, both military and civil, of the countries concerned. To give the overall picture of enterprise by both large and small companies is the object of a special nvmber of Flight appearing a fortnight hence—on Friday, August 27th. To be known as the COMMONWEALTH AIRCRAFT INDUSTRIES NUMBER'this enlarged, specially illustrated issue will contain numerous important features and will provide a unique source of reference to the background and products of the manufacturers concerned.
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