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Aviation History
1960
1960 - 0076.PDF
76FLIGHT, 15 January1960 contribution from British manufacturers. In particular, like theArgonaut before it, its transatlantic airframe is powered by Rolls- Royce engines. It was on November 8, 1956, that the constructor and operatorsigned the contract for fifteen Boeing 707-436s. Their value was then given as some £44m, including spares, of which about £9mwas accounted for by the powerplants. Even at this time BOAC were anxious not to depart from their avowed policy of buyingBritish whenever possible, and the order for 707s was coupled with confirmation of the Corporation's interest in the D.H.118.In the event, de Havilland '.'Itimately became associated with BEA and a smaller aeroplane, while BOAC have bought the VC10. Nevertheless, the 707-436 is no mere stop-gap, and is a veryfine transport indeed. Its certification trials are virtually com- plete, notwithstanding much extra effort necessitated by theARB's insistence upon the demonstration of take-offs in all con- figurations. No measured figures have yet been issued. When theyare it will be instructive to compare the payload/ range perform- ance of the 420-series with the comparable 707-320 family poweredby the JT4A-3. The former has 8,8001b more average installed thrust (ISA sea-level static) and also has an empty weight 2,0001bless. Moreover, it is certain that the Conway-powered machine flies further on each pound of fuel, assuming identical operatingconditions in each case. The proof of this pudding will not have to wait very long, forthe first "Jetliner 707" is due to be delivered from Seattle to London Airport at about the time this issue appears, and will go into scheduled service in April. According to information providedby the manufacturer, it has a capacity payload of 55,OOOlb (theoretical tourist seating can be provided for 189 passengers),which can be carried with SR427 reserves for 4,450 miles. Maxi- mum continuous cruise is given as 520kt (598 m.p.h.) at 260,0001bat 23,000ft, but in practice the -436 will be flown higher and somewhat slower. Seat-mile costs have been stated to be appre-ciably less than those of the types which these great aircraft will replace, and by the time the last of the fleet is delivered, late thisyear, their capacity over the Atlantic will be three times as great as that of all BOAC airliners at present flying on these routes. BRITISH CONTRIBUTORS The following list, furnished by BOAC, indicates how many British firms are contributing to the Corporation's new Jetliner 707 fleet: Airmed, Airlite head- set; AERE, isotope containers; Beaufort Air/Sea Equipment, life vests and infant flotation cots; Camerer Cuss, clocks; Contpra Plastics, life-vest notice; Cossor, ATC transponder; Creed, teleprinter; Dunlop, reverser rams; Ekco, weather radar; Ferranti, artificial horizon and invertor-regulator; Fire Armour, crash axe; G.E.C., beverage containers, ovens, hot cups and safety flashlights; Graviner, fire extinguishers; Hickiran, Airlarda meolbox and amenity cabinets; Kelvin & Hughes, periscopic sextant; Joseph Lucas (GTE), fuel control unit and engine fuel system; Marconi's Wireless Telegraph, ADF system; Marston Excelsior, fuel/oil heat exchanger; Microcell, passenger seating; Miller Grinding & Tinning, cigarette suitcase; Mine Safety Appliance, portable oxygen bottle and mask; Morris Motors, fuel/oil heat exchanger; Murphy, entertainment tape- recorder; Palmer Aero Products, escape chutes; Purolator, air filter; R.F.D., life rafts and emergency packs; Rolls-Royce, complete powerplant; Rotax, engine igniters; Siebe, Gorman, rebreathing masks; Tea Service Equipment, trolleys; Teddington Aircraft Controls, thermostatic valve; Ultra Electric, interphone and engine control (r.p.m. and temperature); Walter Kidde, oxygen equipment.
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