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Aviation History
1957
1957 - 0286.PDF
288 FLIGHT CIVIL AVIATION . . . CONVAIR 880s FOR ARGENTINA ON November 9 last we foreshadowed an order for fourConvair 880s from California Eastern Aviation Inc. of Washington. This organization had, a short time before., com-pleted an aircraft "lease-purchase" arrangement with the newly certificated private Argentine airline Transcontinental, SA, ofBuenos Aires. The airline has recently received permission from the C.A.B. to operate services from Buenos Aires to New Yorkand to San Francisco, and now confirm their order for four Convair 880s, which will be used on both these routes—via• intermediate stops which have not so far been announced. This is the first export order to be secured by Convair for theirmedium jet airliner, 30 of which have been ordered by T.W.A. and 10 by Delta. An American source recently reported an imminent "majorsales break-through" for the Convair 880. South American, European and U.S. airlines were suggested for new orders.Transcontinental S.A., is 75 per cent owned by private Although military T56 versions of the Electro's Allison 501 D-13s have been fly- ing in "Old 1961" (the Constellation prototype), only recently has the first true civil engine been installed in that air- craft. The installation is seen here in pro- gress at Bur bank. Electro design-work is now virtually com- pleted, and produc- tion parts are being completed at a rate of 1,000 per week. A Tu-104 is seen here at Irkutsk Airport, second stop on the new regular Aeroflot service between Moscow and Peking—a service which connects with Prague. Note overwing refuelling, and the 11-14. Argentine capital, and 25 per cent owned by California Eastern.The latter company is not a certificated airline—although it hopes to be one soon: its interests comprise cargo and passenger charterwork for the U.S.A.F. and U.S. Navy; primary flying training at Moore Air Base, Texas, for the U.S.A.F.; engineering andmanufacturing activities, also largely for the U.S.A.F.; and sales and purchasing activities on behalf of U.S. manufacturers andforeign buyers. It is in the last context that they are, presum- ably, participating in the Argentine purchase of 880s. GOLD BLOCK SPEEDS ON page 284 we review the S.B.A.C.'s third display of weightcontrol, held at the Seymour Hall, London, from February 14 to 20. The importance of weight control in transport aircraftdesign needs little emphasis; and one aspect of the display, on which we do not comment in our review, is of obvious interestto readers of these civil aviation pages. It has been calculated in the past—probably spuriously and withmore regard for effect than accuracy—that airframe weight saved is worth its own weight in gold. A recent, analytical approachwith stated assumptions by the S.B.A.C. Technical Section shows that the value to the air-transport operator per lb of weight savedis roughly proportional to block speed, and that long-haul block speeds in the 1960s will raise this per lb weight value to somethingapproaching half the cost of a lb of gold per annum. Weight saving, particularly in detail design, costs money; but, theS.B.A.C. conclude, it is safe to say that to save one lb of weight it is worthwhile spending £35. MR. BASIL SMALLPEICEK LLOWING an operation in London, Mr. Basil Smallpeice»„ not expected to resume his duties with B.O.A.C. for several weeks. This was announced last week by Sir George Cribbett,the Corporation's deputy chairman. (Mr. Gerard d'Erlanger, the chairman, is overseas). While Mr. Smallpeice is absent, Mr.Keith Granville will deputise for him and will continue his own duties as commercial director. He will carry the full executiveauthority and responsibility attaching to the post of managing director. AIRLINE FOR GHANA? AN official announcement in Accra last week indicated that**• Ghana intends to establish its own airline when it gains Commonwealth status on March 6. It is intended that the newairline should operate both domestic and international services for the Gold Coast, probably including flights to London—aprospect also reported to be under consideration by West African Airways Corporation. Until the formation of their own airline, the Gold CoastGovernment and the governments of Nigeria, Sierra Leone and Gambia will continue their participation in West African Airways.The names of Elder-Depster and Hunting-Clan have both been connected with reports of the formation and operation of an air-line for Ghana, although it is understood that no offer has as yet been made by either company. OLD SORES, SOOTHING OIL N these pages last week we reflected upon the difficultieswhich Hunting-Clan have encountered in attempting to introduce Viscounts on to their colonial-coach services. Shortlyafter our comment was written the problem was aired in the House of Commons. It was stated that the company's idleViscounts represent a liability of £200 a week each, and the Minister of Transport and Civil Aviation was formally asked ifhe would allow Hunting-Clan to substitute them for their out- moded Vikings on the African routes. Mr. Harold Watkinson replied that the colonial-coach serviceswere designed to create a new class of cheap travel appropriate for older-type aircraft and reserved for independent operators.He was, he said, reviewing the basis of these services to ensure that "operators continue to have opportunities for developmentappropriate to present-day changing conditions". And to assist him he had asked the Air Transport Advisory Council for itsadvice "as a matter of urgency"—a decision which he felt to be the right one in view of the likely introduction of third-classhigh-density fares which would change the whole pattern of the fare structure. Meanwhile, negotiations for the sale of Hunting-Clan's two Viscounts continue.
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