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Aviation History
1958
1958 - 0887.PDF
FLIGHT, 27 June 1958 905 CIVIL AVIATION A DC-8 OF 310,000 Ib INCE 1955, when the DC-8 and Boeing 707 jet transports werefirst announced and ordered, the weights of these aircraft have crept up; but they have not—as widely predicted by the run-way gloom-mongers—actually exceeded 300,000 lb. Inevitably this has now happened; a new version of the DC-8,for "extended-range intercontinental" operations, and with a take- off weight of 310,000 lb, has been announced by Douglas. SeveralDC-8 operators, un-named, have switched some of their orders to this new version. The new DC-8 is stated to be capable of carrying a 26,500 lbpayload for a range (with "normal" fuel reserves) of 5,600 miles. An additional 1,692 U.S. gal of fuel is carried compared withstandard intercontinental DC-8s which have a maximum fuel capacity of 21,615 U.S. gal, and a take-off gross weight of287,500 lb. This standard version will carry the same payload as the new model (26,500 lb) for 5,000 miles with the same reserves.It thus appears that the increased range of the new version— 600 miles—is curiously small in relation to the considerable weightincrease, which amounts to 22,500 lb. This is presumably accounted for by increased structure weight; and it is note-worthy that the maximum landing weight of the new DC-8 model is 199,500 lb, compared with 194,000 lb of the standardmodels. Douglas say that the new DC-8 can be powered by either Pratt and Whitney J75s or Rolls-Royce Conways. All models of the DC-8, including the 265,000 lb domestic ver-sion (J57s), now on flight test, have identical dimensions. For the record, max. take-off weight of the intercontinental Boeing707 (-320 and -420) is 295,000 lb, while the domestic (-120) model weighs 248,000 lb.No details are as yet available of the increased field length which must inevitably be required by the heavier DC-8. Thenew U.S. climb requirements have already increased the take-off field length needs of the intercontinental big jets beyond the9,000ft-10,000ft originally quoted for standard conditions. Now an even heavier DC-8 variant has been added, and it looks asthough some airport planners will have to think afresh again. PERTINENT PARLIAMENTARY QUESTIONS ""THREE important air transport matters, upon which, in recent•*• months, Flight has frequently urged action, were raised in the House of Commons on June 18. They concerned (1) the jet v.propeller fare-differential, (2) rearward-facing seats, and (3) the future of private flying around London when Croydon is closed. The Minister of Transport and Civil Aviation, Mr. HaroldWatkinson, was asked by Mr. Gresham Cooke (Con., Twicken- ham) "Whether he has now received an application from B.O.A.C.for his approval to air fares being charged on a differential basis as between jet and propeller-driven aeroplanes . . ." The Ministersaid that no such application had been received from B.O.A.C., but that "My advisers are urgently examining this whole matter ... Ithink that this is a subject which should be thoroughly examined, because it is bound to be raised at the I.A.T.A. Conference laterthis year, and this is what my department is now doing." Mr. Frank Beswick (Lab., Uxbridge) asked if the Ministerwould state "The evidence supporting the claim that there is no significant addition to the safety of air passengers seated in rear-ward-facing seats, and on which he bases his decision not to make such seats mandatory in new British aircraft." The Minis-terial reply was to the effect that evidence was "not conclusive," From Weybridge comes this picture of the first Vickers Vanguard, due to fly next November. A Tyne power plant is seen in the fore- ground. Rolls-Royce are converting two ex-B.E.A. Elizabethans to Tyne power: the first, G-ALZR, is due to start development flying soon; the second, G-AKRD, will be used by B.E.A. on simulated airline services to amass 2,000 engine hours—a programme due to start next December and to last for ten months. The aim is to complete 10,000 Tyne hours before Vanguard services begin in I960. but that a small working group had been set up "to review thiscomplex question." Mr. Beswick's comment was that this was "most unsatisfactory"; the Government was unable to give anyevidence controverting the view—voiced by the A.R.B. and imple- mented by the R.A.F.—that rearward-facing seats were muchsafer. The Minister, he thought, should be doing something about it.The third question, concerning facilities in the London area for private civil flying when Croydon is closed, was asked byMr. J. A. Leavey (Con., Heywood and Royton). Mr. Airey Neave, Joint Parliamentary Secretary to the M.T.C.A., replied that, southof the Thames, Gatwick would be available to private aircraft equipped with suitable radio but not to club aircraft. Facilities atBiggin Hill for private pilots—including flying clubs—"are being examined in conjunction with the Secretary of State for Air."Asked when Croydon would close and if all-weather facilities ar Biggin Hill would include radio, Mr. Neave said : "The question ofall-weather facilities is under consideration at the moment . . . To minimize inconvenience to users of Croydon, it is expected thatthe airport will remain open until the latter part of 1958." Thus, in one important respect, business aircraft pilots will bebetter off than had been expected. In Gatwick they will have a Customs airport with good access to London—though with a run-way that could become unusable in a strong crosswind. But if Biggin Hill is developed as a replacement airport for Croydon,there are going to be some difficult decisions to make. The com- panies which support Croydon's aircraft had largely made up theirminds to move to Biggin if that airfield were to be developed for private flying. But with Gatwick available to business aircraft andto private owners, many firms may decide that better opportunities await them there. A further Parliamentary question related to the disposal ofB.O.A.C.'s DC-7Cs, a matter raised in an editorial of this journal on March 14 [B.O.A.C. gave the Government an "express under-taking" in 1955 that DC-7Cs wou'd be disposed of when Britannias were in Atlantic service]. Mr. Watkinson said thatthe future of B.O.A.C.'s DC-7Cs was "still being considered." This was not, he said, a question of replacing them with Britishaircraft. ROLLS-ROYCE IN SOUTH AMERICA OVERHAUL and spares facilities are being set up by Rolls-Royce in Brazil, probably in the Sao Paulo area. On the basis of present firm orders, there will be nearly 150 Rolls-Royce aeroengines in service in South America by 1960. The new facilities will provide complete overhaul and spares service, and willinclude testbeds. Initially the base will serve the Brazilian Viscount (Dart) operator V.A.S.P., and also VARIG who haveordered Caravelles (Avon RA.29) and Boeing 707-420s (Conway) Firm orders already placed for Rolls-Royce turboprop andturbojet engines for South American operation are as follows: Seen during a visit of British independent airlines to Air Trainers Link Ltd. en June 17, are Capts. G. W. Harding and D. A. Woolfe of Airwork, and Mr. W. Brynack of B.A.S. They are inspecting, with their hosts, the AT100/500 general-purpose trainer.
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