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Aviation History
1957
1957 - 1486.PDF
THE BUSINESS- AIRCRAFT WORLD . . . 576 (Left) Piper Tri- Pacer; (below) Lockheed JetStar; (right) the utiliza- tion pattern of (A) multi engined, (B) twin-engined, (C) single-engined with three or more seats, (D) single-engined two-seat business aircraft, forecast to 1966. SOQ a a. |3O0(- g2OCf < too- UJ i •\ D 1946 1948 1950 1952 1954 1956 1958 I960 962 1964 1966 A study of the average utilization of each type of aircraft shows that the general trend is for hours flown per year to vary from about 200 for small single-engined aircraft to 450 for multi- engined aircraft in executive service. The latter figure may well represent the maximum average annual utilization likely to be achieved, since it would be unusual to employ more than one pilot to fly a firm's aircraft. There are over 3,500 business aircraft flown by professionals in the U.S. It seems safe to predict that the field of turboprop-powered executives, at present limited to the Dart-powered Viscount, Accountant, F-27 and Gulfstream, will rapidly expand as engines such as the T53 from Lycoming, the Turmo or Artouste from Blackburn or small turboprops from such manufacturers as Arm- strong Siddeley, Alvis or Continental (whose names have been coupled with such projects) reach production. That a choice of turbojets (notably the Bristol Orpheus, General Electric J85, Fair- child J83, Westinghouse J34 and Continental J69) is becoming available for the exclusive range of executive jets is thanks to parallel development for military needs, for with powerplant cost already representing 25 per cent of the total cost of a jet executive, it is unlikely that any manufacturer could afford the financial responsibility of engine development on an executive aircraft pro- gramme. Many of the smaller American manufacturers are in any case hard-pressed to raise the sums required to finance tooling and production facilities, and Taylorcraft (who recently celebrated the delivery of their 45,000th aircraft), Helio, Baumann, Colonial and others are turning to extensive subcontract work for assistance. Prototypes of the handome new generation of executive jets— Lockheed's JetStar (produced and flown in 241 days), North American's Sabreliner, Fairchild's M-185F, and new projects from Cessna, Northrop, Temco and McDonnell—all with cruising speeds of Mach 0.76 and a range of 1,500 n.m.—are being financed by the U.S. industry. The rewards are U.S.A.F. production con- tracts involving 1,000 to 1,500 twin-jets and 200 to 300 four-jet utility aircraft on which civil production can be based. No similar R.A.F. requirement has been formulated for advanced military communication and crew-readiness trainers (fifty M.S.760 Paris have been ordered for similar work in France), and British designs are unlikely to progress beyond the project stage without some prospect of military interest. Yet a demand exists for every classification of executive aircraft and profitable markets exist for manufacturers who can offer replacements for the obsolescing executive fleet and who are prepared to force the expansion pace of business flying. The U.S. scene indicates the scope: the prospects in Europe, if formidable, are stimulating and exciting. Aeroplanes for Agricultural Work EQUIPMENT FOR ANEXPANDING INDUSTRY By a Special Correspondent THOSE of us who derive a living from the operation of aircraftfor agricultural purposes, such as spraying and dusting,believe that in time the aeroplane, like the tractor, will take its place as an accepted tool on farmlands and plantations the world over. But, unlike the tractor, the agricultural aeroplane did not have the advantage of starting life as a specialist vehicle. Operations from the early 1920s to the present day have been conducted with converted passenger aircraft fitted with special equipment (boom and nozzle gear, or hoppers) enabling them to work on the farm. Today there are thousands of such converted aircraft flying—mostly in the United States, but with an appre- ciable quantity in the Commonwealth (particularly New Zealand) and a few in the United Kingdom. What are the characteristics of an ideal agricultural aeroplane? It must be cheap and safe; it must be rugged and capable of operating from small, rough landing strips, and it must be simple to maintain away from hangars and sophisticated facilities. The pilot should have a good reserve of power, 360-deg vision, and lightness of control so that he can make frequent take-offs, turns and landings without undue fatigue. Also necessary are a reason- able standard of cabin comfort and full protection against the dangerous chemicals that are sometimes carried. Numerically, the Piper PA-18-A (Super Cub) is the foremost agricultural aircraft in service today, with an annual export pro- duction of over 450 units. This aeroplane is inexpensive, it can carry its own weight in chemicals, and is a fully proven type based on 25 years of Cub experience. The backbone of American agricultural flying, however, is the much-reworked Stearman, now available with metal "high-lift" wings, a 450 h.p. engine and highly-developed specialist fittings. Stearmans have formed the basis of several new agricultural air- craft and conversions are offered by a number of companies in the U.S. Aerial operations in New Zealand are perhaps the most publi-
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