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Aviation History
1959
1959 - 3082.PDF
FLIGHT, 20 November 1959 597 COMMERCIAL AIRCRAFT OF THE WORLD - :.. index by Aircraft Page 621 Explanatory Notes Page 577 \i •••««...• and cruise. "With four engines the aircraft would be overpowered ontake-off, and with two would be overpowered in the cruise." The broad strategy of the 121 might be summed up as a 600 m.p.h. jet with a6,000ft take-off and "optimized" economics for the shorter trunk-route stages of up to 1,000 miles. A firm contract for 24 aircraft, for delivery to B.E.A. towards the endof 1963, was signed on August 12, 1959. All 24 aircraft should be delivered by September 1965. First flight of the 121 should take placein 1961. Value of the B.E.A. contract is £28m with spares. Flight references: August 21, 1959, p. 57; August 28, 1959, p. 91;September 4, 1959, p. 102. Powerplant: Three Rolls-Royce RB.163 by-pass turbojets of 10,100 lbstatic thrust each. Dimensions: Span, 89ft lOin; length, 114ft 8in; height, 27ft 6in;wing area, 1,358 sq ft; sweepback, 35 deg. Weights: Max. take-off, 105,000 lb; landing, 100,000 lb; zero fuel,85,500 lb; capacity payload, 22,000 lb; weight less fuel and payload, 63,200 lb. Payload accommodation: Cabin volume, 4,412 cu ft; baggage andfreight volume, 620 cu ft; cabin length, 66ft lOiin (port side), 65ft 8in (starboard side); max. width, lift 4Jin; max. height, 6ft Sin; max. usablefloor area, 708 sq ft; largest door, 62Jinx 28in; max. seats, 100. Fuel capacity: 3,840 Imp. gal. Performance: Cont. cruise speed, 528 kt (606 m.p.h.) at 25,000ft and100,000 lb; balanced field length, max. take-off weight, sea level, I.S.A., 6,000ft; sea level, I.S.A. +15 deg C, 6,700ft; landing aerodrome length,6,260ft; range A (max. payload), 1,495 n.m. (1,720 st.m.); range B (max. fuel), 2,350 n.m. (2,710 sun.). D.H.123 No official details of this "DC-3 replacement" project havebeen released. One design study is based on two de Havilland Gnome turboprops of 1,250 s.h.p. mounted on a high wing. Seating is reportedlyfor up to 36 passengers. A.S.57 Ambassador Designed to the Brabazon Committee Type IIAspecification as an inter-city airliner, the Airspeed A.S.57 Ambassador first flew on July 10, 1947 and entered service in 1952 with B.E.A., whonamed it Elizabethan. Until 1957, B.E.A. was the only operator, but in that year three were sold to Butler Air Transport of Australia. Only 21of these high-wing monoplanes were built, and today B.K.S. Air Trans- port Ltd., with three ex-B.E.A. aircraft, is the only operator. Most ofthe remaining B.E.A. and Butler Elizabethans are at present in store awaiting sale at a price of £69,500 each with zero-time engines andairframes. Powerplant: Two Bristol Centaurus 661s of 2,625 b.h.p. driving D.H.Hydromatic 4-blade 16ft propellers. Dimensions: Span, 115ft; length, 82ft; height, 18ft 3in; wing area (gross), 1,200 sq ft; aspect ratio, 11. Weights: Max. take-off, 55,000 lb; max. landing, 52,000 lb; zero fuel,52,000 lb; capacity payload, 11,645 lb; tare weight, 36,650 lb. Payload accommodation: Cabin volume, 2,168 cu ft; baggage andfreight volume, 333 cu ft; cabin length, 32ft Sin; max. width, 10ft 6in; min. height, 6ft. 4Jin; max. seats, 55. Fuel capacity: 1,000 Imp. gal (1,200 U.S. gal). Performance: Cruising speed 250 kt (288 m.p.h.) at 19,000ft at50,000 lb; take-off to 50ft, 3,420ft at 52,500 lb; landing distance from 50ft, 2,901ft; a typical payload-range performance, 9,950 lb over408 n.m. (470 st.m.) at 220 kt (253 m.p.h.) at 15,000 ft. DE HAVILLAND AIRCRAFT PTY. P.O. Box 30, Bankstown, N.S.W., Australia. DHA.3 Drover First flown on January 23, 1948, the Drover wasdesigned to Australian requirements as a post-war successor to the DH.84 Dragon, with emphasis on simplicity (e.g. fixed undercarriage),ruggedness and a good performance with one engine inoperative. Only 20 Drovers were built, of which eight are in service with Fiji Airways,Qantas and T.A.A. The latter's Drovers are among six operated by the Royal Flying Doctor Service which are being re-engined at Bankstownwith more powerful Lycoming O-360-A1A engines driving Hartzell propellers, in place of the three Gipsy Major Mk 10s. THE DE HAVILLAND AIRCRAFT OF CANADA Downsvieui, Toronto, Ontario, Canada. DHC.2 Beaver The Beaver first flew on August 19, 1947. It has beenfound suitable for outback operation all over the world, and more than 1,300 Beavers have been delivered and are in use in some 60 countries;918 of these are L-2OAs of the U.S.A.F. and U.S. Army. Commercial Beavers have been used not only for passenger carrying, but for countlessother duties. The one and only Beaver 2 is fitted with a 550 b.h.p. Alvis Leonides 502/4; standard powerplant is the 450 h.p. Wasp Junior. DHC.3 Otter Developed, like the Beaver, for Canadian conditions, theOtter first flew on December 12, 1951 and, like the Beaver, is offered in landplane, seaplane, amphibian, skiplane or wheel-skiplane versions.The Otter is also used by airlines in Norway, Vietnam, Laos, Japan, the Philippines and New Guinea, while military Otters equip the air forcesof Canada, Norway, Colombia and India, as well as the U.S. Army (U-1A utility versions) and U.S. Navy (UC-1 utility versions). Over300 Otters have been built so far, of which more than 200 are U-lAs. Powerplant is the 600 h.p. P. & W. R-1340 Wasp.DHC.4 Caribou The Caribou had its origin in design studies for a "Twin Otter" grossing 13,000 lb, with two Otter-type powerplants anda fixed undercarriage. The Caribou's ultimate configuration was deter- mined by U.S. and Canadian Army desires for rear loading, and the needfor good STOL characteristics and climb after take-off, together with a reasonable single-engined ceiling. The first of three prototypes madeits maiden flight on July 30, 1958, and the first of five YAC-1A Caribous for the U.S. Army was delivered on October 8, 1959. Production aircraftfeature a 3ft 9in longer fuselage. Powerplant: Two Pratt & Whitney R-2000-7M2 Twin Wasps of1,450 b.h.p. each driving 13ft lin Hamilton Standard propellers. Dimensions: Span, 96ft; length, 72ft 7in; height, 31ft 9in; wing area,912 sq ft; aspect ratio, 9.9. Weights: Max. take-off, 26,000 1b; landing, 26,000 lb; zero fuel,16,272 lb; capacity payload, 7,525 lb. Payload accommodation: Cabin volume, 1,150 cu ft; cabin length,32ft 6in; max. width, 7ft 3in; max. height, 6ft 3in; dimensions of rear entrance, 73.5in x 75in; max. seats, 40. Fuel capacity: 700 Imp. gal (840 U.S. gal). Performance: Cruising speed, 157 kt (180 m.p.h.) at 7,500ft and26,000 lb; balanced field length at max. take-off weight, sea level, I.S.A., 2,340ft; landing distance from 50ft, 1,020ft; range with max payload, stillair, I.S.A., 695 n.m. (800 st.m.), max. range, optimum cruise, still air, I.S.A., 1,260 n.m. (1,450 st.m.) at 157 kt (180 m.p.h.) at 7,500ft with5,265 lb payload. DOUGLAS The Douglas Aircraft Company, Santa Monica,California, U.S.A. DC-3 The most famous and widely-used airliner ever built, the DC-3occupies a unique position in air transport. It is a twin-engined unpres- surized aeroplane capable of carrying 20-30 passengers on stages of upto about 1,000 miles at a cruising speed of about 170 m.p.h. It set entirely new standards in airliner design and operation which wereuniversally accepted and copied. The DC-3 is a development of the DC-1 and DC-2 (designed forT.W.A.) which, with the Boeing 247 (designed for United), were the first airliners of the modern stressed-skin all-metal cantilever low-wingmonoplane formula. It made its first flight on December 22, 1935, having itself originally been designed to meet an American Airlinesrequirement for a sleeper version of the DC-2 suitable for use on the longer trunk U.S. domestic routes. However, it was the "Day Plane"model of the "Douglas Sleeper Transport" which became the DC-3. All told, a total of 10,928 DC-3s and military C-47s were built in theUnited States, in addition to about 2,000 under licence in Russia and 450 in Japan. Some 1,672 are still in service with 235 airlines—nearlyas many as all other types of airliner taken together. The DC-3 in 1936 cost £18-23,000 and resale prices today are around £25,000. Powerplant: Two Pratt & Whitney R-1830-92s of 1,200 b.h.p. drivingthree-bladed Hamilton Standard Hydromatic lift 6in propellers. Dimensions: Span, 95ft; length, 64ft Jin; height, 16ft lljin; wingarea, 987 sq ft. Weights: Max. take-off, 25,200 lb (U.S. passenger), 26,900 lb (U.S.freight), 28,000 lb (U.K.); landing, 24,400 lb (U.S. passenger), 26,900 1b (U.K. and U.S. freight); no zero fuel restriction; capacity payload,5,380 lb; weight less fuel and payload, 17,720 lb. Payload accommodation: Cabin volume, 1,245 cu ft; baggage andfreight volume, 160 cu ft; cabin length, 30ft Jin; max. width, 7ft 8in; max. height, 6ft 7in; max. usable floor area, 191 sq ft; dimensions oflargest door, 5ft 10inx7ft (C-47); max. seats, 28. Fuel capacity: 670 Imp. gal (805 U.S. gal). Performance: Cont cruising speed, 155 kt (178 m.p.h.) at 10,000ft and25,200 lb; corres. consumption 73.5 Imp. gal/hr; balanced field length, max. take-off weight, S.L., I.S.A., 4,Q50ft; at S.L., I.S.A.+ 15 deg C,4,400ft; landing distance from 50ft, 1,980ft; range A (max. payload), 173 n.m. (199 sun.); range B (max. fuel), 1,780 n.m. (2,505 st.m.); corres.payload, 8,600 lb; corres. cruise speed, 155 kt (178 m.p.h.). DC-4 The DC-4 has been to long-haul air transport what its stable-mate the DC-3 was to the growth of the short-haul sector of the business. It is a four-engined unpressurized aeroplane capable of carry-ing 40-86 passengers on stage lengths of up to about 2,500 miles at a cruising speed of about 200 m.p.h. The origins of the DC-4 go back to a requirement for a largermedium-haul transport issued by the four largest American carriers (American, United, T.W.A. and Pan American) in mid-1935. Douglasproduced a prototype—the DC-4E—to meet this requirement; this first flew on June 7, 1938, but did not prove satisfactory and was rejected bythe airlines. Douglas thereupon started an entirely new and rather smaller project which became the DC-4. This flew for the first time onFebruary 14,1942. Orders for 61 were placed by American, Eastern and United early in 1940 but deliveries were diverted to military purposesand the type went into large-scale production and use as a military trans- port until the end of the War. Some 1,084 military DC-4s were deliveredas C-54s before production was switched to a civil model at the end of the War, and 79 of this version were built before manufacture of theDC-4 was stopped in favour of the DC-6. The DC-4 cost between £140,000 and £160,000 in 1946/47. Price today is about £80,000.(Continued on page 606, after four double pages of drawings) Douglas DC-3 (P. & W. R-1830s)
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