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Aviation History
1959
1959 - 1818.PDF
MTMiTiaf^ ^h^UTtF1 °'rCJ J >">?** scounts were ''"Educed in 1953-the long-nosed de Havilland Comet 4B, to be delivered in January and the Vickers Vanguard, due m March. Here are the first of each type, sporting the Corporation's striking new red-wing colour scheme. (An Olympic Airways order for two Comet 4Bs is announced, and will be discussed in a later issue) AND NOW THE DC-9 IN June Douglas officially announced, after nearly four years ofspeculation, a small partner to the big DC-8—the DC-9. It will be powered by the Pratt and Whitney JTF10A-1—turbofan development of the military J52. The DC-9 is intended for operation in 1963, and it will carry 68 first-class, 87 tourist-class or 92 coach-class passengers. As expected, it closely resembles the DC-8 in general configuration, with the engines mounted in pods beneath the wings. It is intended for short to medium ranges at DC-8 speeds, and it will be released for production when, according to Mr. Donald W. Douglas, Jnr., "we obtain commitments for a reasonable number of aeroplanes" (estimated to be 75-100). Leading data are: — Powerplant: Four Pratt and Whitney JTF10A-1 turbofan developing 8,200 lb thrust at S.L. and up to I.S.A. +17 deg C Dimensions: Span, 94ft; length, 103ft; height, 34ft; wing area, 1,285 sq ft. Weights: Max. take-off, 120,000 1b; landing, 89,000 lb; zero fuel, 87,000 lb; capacity payload, 17,310 1b; weight-limited payload, 20,355 lb (freight 9,135 lb). Payload Accommodation: Freight volume, 609 cu ft; cabin length 71ft; max. width, 124in; max. height, 81in; dimensions of largest door, 34in x 72in; max. no. of seats, 92. Performance: Average cruising speed (471 kt) 554 m.p.h. at 35,000ft and 98,200 lb; balanced field length at 119,330 lb, I.S.A., 5,950ftj landing length from 50ft (max. landing weight), 4,800ft; range (capacity payload) 2,270 st.m. Break-even passenger load-factors for the first-class version are estimated to be 66 per cent on a 500-mile stage-length and 35 per cent on 1,000 miles. MORE VISCOUNTS FOR CONTINENTAL? THE possibility that Continental Air Lines may purchase eight A more Viscount 810/840s, and convert the existing fleet of 15 810s to 840 standard, emerges from recent route-applications submitted to the C.A.B., involving new routes between Texas and California. It is likely also, if the applications succeed, that Continental will purchase four Convair 600s. This is the first allusion for some time to the Viscount 840, which is the faster (Dart RDa.ll) development of the 810 (405 m.p.h. instead of 365 m.p.h.). The 810 is still in production, and a total of nine are being built for the shelf. Another possible Viscount repeat-order is reported from India: I.A.C. has decided, according to a reliable report, to buy four more Viscounts for its new route from New Delhi to Srinagar. A fleet of ten Viscount 768s is already in service. BREVITIES On August 7 President Eisenhower approved the CA.B.'s recom- mendation, made to him early in June, that B.O.A.C. should be granted the right to include Tokyo in its proposed Hong Kong - San Francisco trans-Pacific round-the-world link. The last Flight note on the con- troversy (which has delayed the B.O.A.C. service by nearly five months) appeared in the June 12 issue, page 804. B.O.A.C. announce that the new service will start on August 22. Swissair and S.A.S. are likely to change their order for five Convair 880s to Convair 600s (now known as the "Coronado"). The possibility that B.E.A. pilots may work to rule has arisen from a long dispute about pay conditions. The pilots are reported to have been asked whether they would support measures "designed to accelerate" a satisfactory conclusion of wage negotiations. A United Air Lines team has been to Sud Aviation to study die Caravelle. U.A.L.'s Mr. W. A. Patterson has said that other con- tenders for a short-range jet order are the DC-9 and the Boeing 727. A decision will be made in June 1960; deadline for delivery would be January 1, 1963. The Bahamas Air Transport Licensing Authority has approved Eagle's application to operate a "V.L.F." service between London, Bermuda, Nassau and Kingston. The U.K. Government's decision on this and other V.L.F. applications appears unlikely to be announced for some time, probably after the I.A.T.A. traffic conference. B.O.A.C. services to the continent of South America are to be renewed with Comets on January 25, 1960. Twice-weekly services from London will serve Madrid, Lisbon, Dakar, Recife, Rio de Janeiro, Buenos Aires and Santiago. Acrolineas Argentinas have been refused Comet 4 landing rights at Rio de Janeiro. According to Reuter, the Brazilian Government has ruled thus because, they say, Comets were damaging the runway. Aero- lineas criticize the "poor condition" of Rio's runway, and note that "Comets have been using major world airports for a year without any reports of damage." Capital Airlines have options on six Electras and six Convair 880s. This has been revealed in C.A.B. hearings on the Southern Transcon- tinental Service Case. The order would depend, it was said, on negotia- tions between Capital and "British interests" about the $37 million debt remaining on the airline's Viscounts. Capital placed a provisional order for ten Convair 880s last year; the six 880s now mentioned m™ve negotiations with Hughes Tool, which has on order 30 Convair 880s for its subsidiary T.W.A., and which is reported to be negotiating the disposal of ten. I.A.T.A.'s fifteenth annual general meeting is to be held at the Imperial Hotel, Tokyo, between October 12 and 16, 1959. The traffic conference will begin in Honolulu on September 22. The first of Qantas' seven 707s was delivered to Sydney on July 3. It was flown from San Francisco via Honolulu and Nandi, Fiji. Inaugural San Francisco service was on July 29; extension to London will be on September 5. Civil Air Transport (C.A.T.) of Teipei, Formosa, have placed an order for one Convair 880 Model 31 Intercontinental, to be delivered in November 1960. Airborne ILS/VOR equipment has been purchased on behalf of Aeroflot by the Russian Purchasing Authority from Standard Tele- phones and Cables Ltd. The equipment will be installed in Tu-104As flying the Moscow - London route. Bristol Aircraft have confirmed details of the proposed civil version of the Type 192 twin Gazelle turbine helicopter, now in production for the R.A.F. Known as the Type 192C it will accommodate 24 passengers, and will be available, certificated, for delivery early in 1961. An independent review has been ordered by the Minister of Transport and Civil Aviation into representations made by Capt. J. Thain, pilot of the B.E.A. Elizabethan which crashed at Munich in February 1958. The review will be conducted by Mr. E. S. Fay, Q.C., with Prof. A. R. Collar and Capt. R. P. Wigley as assessors. The new Air Traffic Control Board set up last month by the Minister of Transport will have responsibility for co-ordinating the views of the civil and military A.T.C. authorities. The Board will consist of senior representatives of the M.T.C.A., Air Ministry, Admiralty and M.o.S., and it will be assisted by an Air Traffic Control Executive. B.E.A. expect that the 1958-59 financial year (for which the Report and Accounts will appear shortly) will show a profit of about £230,000. Profit before charging interest on capital is about £1.3 million. Traffic in June was typical of results so far this year: total l.t.ms. went up 23.6 per cent, equivalent load factor going up nearly 9 decimal points to 68.3 per cent compared with June 1958. Eagle have sold one of their two Viscount 805s to Maritime Central Airways of Canida, who will operate it from Moncton to Goose Bay and to Gander and St. Johns. Eagle's Bermuda associate will maintain its existing schedules between Bermuda and Nassau and New York, Washington, Baltimore and Montreal with the one Viscount, with DC-6Cs as "standbys." Meanwhile the British Register for August 1959 discloses that Eagle have acquired from Maritime Central a DC-6C, G-APSA, increasing Eagle's DC-6C fleet to three.
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