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Aviation History
1960
1960 - 0640.PDF
640 PLIGHT, 6 May >60 AIR COMMERCE ... NEW HFB314 DATA PERFORAiANCE figures recently published for the HamburgerFlugzeugbau HFB314 show that—with two Rolls-Royce RB.141/3 engines—the average cruising speed at 36,000ft shouldbe 590 m.p.h. Maximum cruising speed is said to be 610 m.p.h. at 23,000ft. CAR take-off runway length at maximum take-offweight is 5,250ft and landing distance at maximum landing weight (83,8001b), 5,050ft. The maximum payload of 10 tonnes can becarried 2,500 kilometres with no fuel reserves while maximum range, again with no fuel reserves, is about 4,400 kilometres.A payload of 10 tonnes can be carried over this distance. Several alternative engines have been mentioned in connectionwith the HFB314, including a new variant of the RB.141. This is the 141/11, said to be rated for take-off at 15,5001b thrust. Otherpossible alternatives are two General Electric CJ-8O5-23s (16,1001b thrust each) or two P. & W. JT3D-3s (18,0001b). ARGOSIES FOR ANSETT-ANA? ANSETT-ANA are reported to be very interested in the Argosy.• Hawker-Siddeley's local office has given the Australian operator a detailed study of routes and costs.Ansett at present operate two DC-4s, three DC-3s and a Bristol Freighter as their all-freight fleet. TAA have introduced twoDC-4 freighters in the last three months and also operate three DC-3 freighters. Roughly 63 per cent of all the freignt carried inAustralia is lifted in freighter aircraft. In 1959, advance figures from the Department of Civil Aviation show that Australia'sdomestic operators lifted abdut 72,000 tons. This is still 7,000 tons less than the peak year of 1953-4. This year both operatorson the trunk routes have opened a big publicity campaign to attract freight. They expect to touch 80,000 tons in 1960. Break-even on DC-3s, according to TAA figures, is about75 per cent, and on DC-4s 50 per cent. The two operators are today averaging about 70 per cent overall. The DC-3s lost moneyon freight operations, but are phased into the overall picture. Ton-mile freight charges on trunk routes today are about 46d.The Australian operators believe that if charges could be cut by 30-35 per cent, air freight would be trebled.The CL-44 is being pushed very hard in Australia by the local Canadair office, but both operators are said to consider that£2 million is too great a price and that the aircraft is too big anyway. They want frequency rather than capacity at this stage.The Argosy is therefore quite in the picture (it would sell at well under £A500,000). Ansett-ANA could have a fleet of four or fiveArgosies for the cost of one CL-44 or Super Hercules. LIABILITY FOR COLLISIONS TTVRAFT rules relating to the liability of operators in the event ofU aerial collisions are now in the process of development, said Dr Gerald S. Fitzgerald in a talk delivered on April 15 to one ofthe "Aeronautical Fridays" meetings of the Centre for the Development of Air Transport in Rome. Such rules have been under study for upwards of 30 years buthave nor yet been included in a definitive treaty on the subject. An ICAO sub-committee which met in Paris a month ago hasdrawn up the draft convention on the subject. This text will be considered by the ICAO Legal Committee later this year. The speaker summarized the main provisions as follows: — (1) The provisions of the convention shall apply when two or moreaircraft in flight have collided or interfered with each other. (2) The convention shall apply when two or more of the aircraftinvolved have the nationality of different contracting States, irrespective of where the collision or interference occurs.(3) The convention shall also apply if the collision or interference occurs in the territory of any contracting State and at least one of the aircraft involved has the nationality of another contracting State.(4) Liability for damage shall attach to the operator whose fault nusr be proved by the claimant before the latter can recover.(5) Provision shall be made for certain limitations of liability of he operator depending on the type of damage concerned.(6) The proposed convention shall apply to military as well as to crW State aircraft in addition to civil aircraft, although contracting pat iesmay stipulate that they do not want the proposed rules to aDnl tn aircraft of their State. V ' to The speaker stressed that the draft convention was a n ostcomplex document which would require further definition. Noisiness in noys (N) v. overall sound pressure level (db). (See "Cuiyes of Truth" below). Notes: (1) full power 12,0001b wet thrust at 160kt- (2) 8.0001b reduced thrust; (3) 7,350 r.p.m. reduced thrust, 5 000 6,0001b; (4) average spectrum of DC-7, -7B, -7C, -6B, L.J049 and U649 NOYS-N 520, 1 480 — 440 40O 360 © BOEING 707-120 A BOEING 7O7-12O2 X COMET 43 ____^_^__^ 0 'COMPOSITE' PISTON-ENGINED AIRCRAFT4 ? SUPER CONSTELLATION 90 92 94 96 98 100 102 104 106 108 110 112 114 116 OVERALL s.p.1. db CURVES OF TRUTH "DECAUSE it is agreed by everyone except the Minister of-" Aviation that decibels provide a false measure of jet v piston- engined aircraft noisiness, this graph has been prepared to enablea comparison to be made between the sound pressure and noisiness of jet- and piston-engined aircraft. Anyone with a decibel-measuring device-—i.e., a gauge recordingsound pressure—can, by reference to these curves, read off directly the equivalent value in Ns (noys) of his db readings.For example, a London Airport resident recently claimed that whilst in his garden he measured a 707 sound pressure level of115db. From this graph he can see that the noisiness was no less than 500N. This compares with the 100N or so (97db) whichthe Minister considers reasonable. All the figures that went into the plotting of this graph werederived from Bolt, Beranek and Newman's October 1958 report to the Port of New York Authority, For a summary of the essentialinformation in that bulky two-volume report, reference can be made to Flight for November 7, 1958, page 743. An article Noisein the Jet Age in our issue of August 14 last set out the technical case for measuring jet noise in terms of Ns rather than db. Which of these two different types . . 1
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