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Aviation History
1960
1960 - 0407.PDF
-HT, 25 407 Sport and Business A Fairchild F-27 (two Rolls-Royce Darts), owned by the Champion Spark Plug Company, in a setting which epitomizes the subject of this articre Business Flying in the USA A STUDY OF "CORPORATE" OPERATIONS AND EQUIPMENT By DON ADANS A LTHOUGH the major civil aviation news which emanated /\ from America during 1959 concerned the introduction and / .m. early service use of the big turbojet-powered transports, equally important—if less headlined—news was being made in the somewhat less glamorous field of business aviation. The year saw marked expansion in all facets of business transport. Accord- ing to the National Business Aircraft Association, US business aircraft operators flew a total of 5.7 million hours and 855 million miles during 1959. The hourly total represents approximately 50 per cent more hours than were flown by the combined fleets of all regularly scheduled domestic airlines. Expressed in another manner, America's business fleet recorded a total of 36.3 million million passenger-miles in 1959. Aircraft, of a wide variety of models ranging from single-engined light types priced at under $10,000 each to large multi-engined, turbine-powered transports costing in excess of one million dollars, were produced in unprecedented numbers. Final figures for the year indicated that total "utility" aircraft sales were 7,689 units,* a number 20 per cent in excess of the 1958 totaL These aircraft had a total net billing of $129,876,000, compared to $101,527,000 (for 6,414 aircraft) in 1958. Over 1,000 of those sold in 1959 were of the multi-engined type. The year also saw initial deliveries of new turboprop transports for executive use. Fairchild Engine & Aircraft Corporation turned over fifteen F-27s to corporate users, while Grumman Aircraft had produced some 28 Gulfstreams by the year's end. Both aircraft are powered by Rolls-Royce Dart engines, and owners of these turboprops are reportedly as enthusiastic about 4e performance of their powerplants as are the airlines who operate similarly powered Vickers Viscounts. For the speed- conscious business aeroplane operator, both the Lockheed JetStar and—to a lesser degree—the North American Sabreliner are being offered for sale. Initial production of the JetStar—some forty of Which are reportedly on order—is programmed for this year. Manufacturers of airborne electronic aids also enjoyed banner *Tfus figure excludes sales of the F-27 and Gidistream. years, as did most of the repair and, overhaul shops. Airport operators joined in die boom by selling 138 million gallons of fuel and 2.1 million gallons of oil. And 1960, barring some unforeseen calamity, promises to be an even better year for those who supply equipment and services to owners of executive aircraft. Some estimate that sales of business aircraft will this year reach a figure of 8,000 (these aircraft to cost over $200 million). Numbers of Aircraft in Service The October 10, 1958, issue of Flight, die previous special Business and Touring Aircraft Number, cited statistics prepared by the NBAA which indicated the total number of aeroplanes then in service. It is interesting to compare the NBAA's latest figures with their earlier estimate: — Clan and Type Numben of Aircraft in Service at January 1 19S8 1960 Net Change I. Multi-engine (9 place and over) II. Multi-engine (under 9 place) ... 111. Single-engine (3 place and over) IV Single-engine (1 and 2 place) V. Miscellaneous — Helicopters 1,0412,304 13,8528,7»6 1S5 — 7505,040 18,5003,950 78 -2912,736 4,648-4,846 (-155) (78) Totals 26,148 28,318 2,170 The most startling increases in numbers of aircraft were noted in Classes II and III (just why reductions were noted in the two remaining major categories will be discussed shortly). Respon- sible for the expansion observed above has been the amazing growdi and popularity of small, relatively inexpensive, business transports. This interest has been stimulated, no doubt, by the proven safety records achieved with the newer types in recent years. But not only are business aircraft now safer; they are a pleasure to fly. One has only to read Flight's appraisal of two new Piper aircraft (see issue of November 13, 1959) to appreciate how much of a joy modern flying can really be. With decorative interiors in the new aeroplanes—quite comparable with those available in the finest automobiles—it is possible for the travelling
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