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Aviation History
1960
1960 - 1412.PDF
280 FLIGHT, 19 August 1960 From Moscow comes this first air-to-air view of the new Antonov An-24 32/ 40 - seat twin - Ivchenko turboprop, now on test before service on Aero- flot's internal routes. Cruising speed is claimed to be "more than 300 m.p.h.," and take-off run will not exceed 1JO0QH AIR COMMERCE AIR UNION LOSING MOMENTUM ?S OME of the fire seems to have gone out of the efforts of theFrench, Germans, Italians and Belgians to weld their respec- tive national airlines together into Air Union. Though schedulesand ticket-selling are being progressively co-ordinated under this banner, the consortium is still a very long way from the completefinancial and operational integration envisaged a year ago. Target date, originally April 1, 1960, was last December put back toNovember 1, 1960, and last June it was postponed again. There are now reports to the effect that Air Union may never be realizedin the form originally proposed. The most recent setback has been the adjustment of quotas(i.e., slices of the Air Union cake) necessitated by the re-adjust- ments to Sabena's Congo services that will now have to be made.But, even before the Congo upheaval, a series of difficulties arose that appear to have been unresolved by the members or by theTransport Ministers of the four governments concerned. For example, Alitalia and Lufthansa were said to be having secondthoughts about their shares of the cake (Flight, March 11). And "supranational" legal complications (see June 24 issue, page 882)are also said to have contributed to the delays. But the fire has by no means gone out; negotiators of trafficrights with the four Air Union airlines are believed to have dis- cerned notable differences of attitude around the bargaining table.It is said, for example, that Alitalia's past restrictionism is now giving way to more self-confident liberalism in respect of foreignentry into Italy. MEN IN THE TOWER CONVENE 'T'HE application of radar to air traffic control will be the subject•*- of a paper to be presented by the Guild of Air Traffic Control Officers at its third ATC convention on October 18 and 19. Themeeting is to take place at Bournemouth's Town Hall. Other high- lights of the convention will be a paper by Mr J. L. Gilmour,IATA's technical liaison officer for Europe and Africa, outlining the policy and requirements of IATA in relation to air trafficcontrol; a paper on meteorology, with a film, by Dr R. J. Murgatroyd of the RAE; a presentation of the SATCO auto-matic ATC system by its makers; and the use of satellites for ATC by Dr W. F. Hilton of the British Interplanetary Society.The opening lecture will be given by Mr Charles E. Dowling Jr of the American FAA, who will describe the Agency's researchand development activities in the field of air traffic control. A BOAC skipper, Capt Lincoln Lee, will read a paper entitled "TheSeven Sins of International ATC" and—as is customary on these occasions—there will be an "any questions" session at whichdelegates will be invited to ask questions of a panel of experts. Master of the Guild, Mr Arnold Field, will address the con-vention after its opening at 1130hr on October 18 by the Mayor of Bournemouth. Inquiries should be directed to the Guild of AirTraffic Control Officers, 118 Mount Street, Berkeley Square, London Wl, telephone Mayfair 5982. MODS TO THE ELECTRA ]V/f ODIFICATIONS to the wing skin panels and engine-mount--*•'•*• ing structure of the Electra are expected to be completed by Lockheed in the middle of 1961. There are 13 airline operatorsof 132 Electras; as reported last week, they will start delivering aircraft to Burbank in Novem-ber for modification. Lockheed have already started to modifyone aircraft, which is expected to fly in September and to bein the hands of the FAA by November 16. Certification, itis reported, is programmed for December 16. Allison 501 - D13No official estimate of the turboprop of the modification cost—which will electra reportedly be borne entirely by the manufacturers—has been given, but it is unofficially estimatedat $25m (£8.9m). This puts the cost per aircraft at more than £65,000, excluding the cost of the accident investigation.A new modification is the addition, by Allison, of a third bearing to the extension shaft of the 501-D13 engine (see sketch),which is said to be an improvement "not directly associated with the reasons behind the Lockheed modifications." HONOUR YOUR NOISE CODE "COR safety reasons, no government agency can impose by force-*• of law noise-abatement procedures on jet skippers. But it can draw up a noise-abatement code which—like the Highway Code—should be honoured in the interests of the public. The US Federal Aviation Agency has done just this, as something quiteseparate from the rules (which have the force of law) relating to individual airports. The FAA noise code, it is emphasized, ispurely voluntary, and recommends "standard operating factors" for the Boeing 707, DC-8, Convair 880, Electra, F-27, Viscountand Convair/Canadair 540. Details may be found in the FAA's publication "Noise Abatement Procedures" available from theAgency in Washington. Intended for use in VFR conditions, the code is designedto "keep judgment in the cockpit," because compliance may in certain circumstances conflict with safety requirements. In cir-culating the noise code the FAA's Administrator, Mr E. R- Quesada, who regards his primary function in life as the "pro-tection of the public interest," says: "The future of our air commerce may very well rest on the success of our mutual efforts.The increasing public concern in noise-sensitive areas may well result in the imposition of drastic restrictions on aircraft opera-tions which might deal a crippling blow to the progress of the air transportation industry." The "standard operating factors" include (1) definition of the"critical noise zone" as being up to 2,000ft for jets, and up to 1,500ft for turboprops; (2) minimum altitude and degree of bankfor turns, 500ft and 20° for both types; (3) minimum altitude before final approach, 2,000ft jets, 1,500ft turboprops; (4) glide slope Another picture from Aeroflot—of the M.i-1 four-seat Moskvich. "Don't imagine," says the caption, "that we have in mind the Moskvich four-passenger car." This new small "air gnome," as they call it, has all-weather day and night operational capability, and will be used (or taxi services. Note the Tu-124's big intakes
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