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Aviation History
1960
1960 - 0319.PDF
FLIGHT, 4 March 1960 319 The first picture of an 11-18 in "export" markings is seen here: the operator is CSA. The Czech airline has six on order. Colour scheme is now red instead of blue; this applies also to the airline's •fu-104As, of which four are now in service. These jets will serve the London - Prague route on April 1 AIR COMMERCE TWO TRAGEDIES BARELY two months after a VASP Viscount and a Brazilian AirForce T.6 collided over Rio de Janeiro Airport on Decem- ber 22, a second collision occurred in this area. In rain and miston the afternoon of February 25, a REAL DC-3 and a US Navy R6D (DC-6) carrying US Navy bandsmen and anti-submarinepersonnel collided below the Sugar Loaf Mountain and crashed into Guanabara Bay. Of the 38 passengers and crew on board theDC-6 and some 30 on board the DC-3, there were only three survivors, all US Navy bandsmen who were accompanyingPresident Eisenhower on his tour. Both aircraft were said to be on the approach; one was in factalready on finals when the collision occurred. At the time of the accident, both President Eisenhower and President Kubitschek ofBrazil were visiting Sao Paulo. They flew back immediately to Rio and visited the survivors in hospital. Less than 24 hours after the accident at Rio, an Alitalia DC-7CI-DUVO crashed in western Ireland shortly after take-off from Shannon. Of the 40 passengers and 12 crew on board, 30 lost theirlives. An airport official was quoted as saying: "There seems to have been some sort of explosion. The blaze was on the ground."The aircraft struck the walls of a cemetery and "left a trail of fire one mile long across a sheep pasture." Unfortunately, no member of the flight-crew survived. Theaccident occurred about 3,000yd from the end of the runway: according to The Times, the cause is believed to have been failureof one of the port engines. All survivors were in the tail section. TRANSPORT CONGRESS "COR aviation people the highlight of the Institute of Transport's* forthcoming 1960 Congress in London is likely to be a paper to be read by Peter Masefield, British Transport Aeronautics—Looking Ahead. This is due to be given at 11 a.m. on April 28 at the Waldorf Hotel, where the congress is to be held in the AdelphiSuite. The congress will be opened by the Minister of Transport, MrMarples, at 9.45 a.m. on the previous day. Two other papers will be read: Some Thoughts on the Future of Inland Transport, byGeneral Sir Brian Robertson, Chairman of the British Transport Commission (April 27, 10 a.m.), and British Shipping—ANational Service or a Commercial Enterprise? by Sir Donald Anderson, chairman elect of P & O (April 28,10 a.m.). Details maybe obtained from the Institute of Transport, 80 Portland Place, London Wl (Langham 5216). 1960's BAD START T'HE first two months of 1960 have had more than their statistical*- share of accidents; since January there have been eight fatal accidents and, at a provisional estimate, 265 passenger lives havebeen lost. The following reviews the 1960 accident record to date: — Date Jan 6 Jan 18 Jan 19 Jan 21 Jan 27 Feb 5 Feb 25 Feb 26 Carrier National Capital SAS Avianca Transportes Aereos deTimor Lloyd Aero BolivianoREAL Alitalia Aircraft DC-6B Viscount Caravelle Super ConstellationHeron DC-4 DC-3 DC-7C Location Bolivia, S. Carolina Holdcroft, Virginia Ankara Montego Bay Timor Sea Cochabamba RiodeJaneiro Shannon Fata Pass. 29 46 35 37* 7 55 30* 19* ities Crew 5 4 7 _ 2 4 ) 11* Circum- stance Sabotagef Mechanical failure?Hit hill on approach Heavy landingI Take-off Mid-atrcollision with DC-6Take-off •Provisional. f"The CAB said last week that it now had "conclusive evidence" that a dynamite explosion had occurred near the seat of Julian Frank, the New York lawyer who had been heavily insured before the flight. Pieces of steel wire and manganese dioxide, a substance found in dry-cell batteries, were found in his body. AIR SAFETY VALVE WHEN air safety becomes threatened by commercial pres-sures it is as well that the safety valve should occasionally be allowed to blow. Performing this function at the annualbanquet of the Guild of Air Pilots and Air Navigators last week, Lord Brabazon, speaking as chairman of the Air RegistrationBoard, hoped that his voice would "be heard around the world." Every new machine that we saw, he said, introduced newhazards for the pilot. Piloting aeroplanes was becoming not easier and easier but more and more difficult. In particular: — • The ratio of stalling speed to cruising speed is still "lamentable." • If people are killed in an accident on an aerodrome because an operator is using petrol instead of paraffin "he should be had up for manslaughter." • It is odd that in 1960 we had still not got a non-flam hydraulic fluid in service. • It is rather odd that pilots are allowed to fly through thunder- storms although the forces in quite moderate ones can tear a wing off. • It is very odd that an aeroplane costing over £lm should be widelysold throughout the world and accepted by operators when on asym- metric power 1601b is required on the pedal just to keep it straight. Take-off and landing speeds, said Lord Brabazon, had allsteadily increased, and various governments were prepared to produce longer and longer runways. "You can hardly expectthe designer to keep out of the race for pure speed. I had hoped that one day on an international basis there would be a limitput to this trend and a definite length of runway determined." A rule should be laid down that if we are to have a Mach 3transport in the 1970s it should have vertical take off and landing or we should have a standard runway rivalling the Ml in length. The theory that the pilot is an automaton to be put in anymachine the designer likes, said the ARB's chairman, should be resisted. The modern pilot had to understand a complexity ofdials that would put a computer to shame. "He has got to drive at a speed faster than most racing cars until he gets to V2 whenhe proceeds to do what is called rotate "'- - —-<~ *«• head over heels by that time." -it's a wonder he isn't "Flight" photograph Seen at GAPAN's annual banquet at Grocers' Hall, London, on February 23 were, left to right: Lord Brabazon; Lady Stockdale, Lady Mayoress; Dr Kenneth Bergin; Mrs Bergin; Sir Edmund Stockdale, Lord Mayor of London; Wg Cdr C. A. Pike; and Mrs. Pike
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