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Aviation History
1960
1960 - 2687.PDF
FLIGHT, 18 November 1960 799 Commercial Aircraft of the World Explanatory Notes Page781. Index by Aircraft Page 821. take-off, and with two would be overpowered in the cruise"). The broadstrategy of the 121 might be summed up as a 600 m.p.h. jet with a 6,000ft take-off and "optimized" economics for the shorter trunk-routestages of up to 1,000 miles. A firm contract for 24 aircraft, for delivery to BEA from mid-1963,was signed on August 12, 1959. All 24 aircraft should be delivered by September 1965. First flight of the 121 should take place in December1961. Six more aircraft wJl join the flight test programme in 1962. From the outset the Trident, with its triplex control system (Smiths), isdesigned for autoflare, with full automatic landing envisaged before 1970. Value of the BEA contract is £28m with spares.Flight references: August 21, 1959, p. 57; August 28, 1959, p. 91; September 4, 1959, p. 102; January 22, 1960, pp. 102-104 and 120;February 19, 1960, pp. 238-240 (blind landing). Powerplant: Three Rolls-Royce RB.163 by-pass turbojets of 10,1001bstatic thrust each. Dimensions: Span, 89ft lOin; length, 114ft 9in; height, 27ft; wing area,1,358 sq ft; sweepback, 35°. Weights: Max take-off, 105,0001b, or 112,0001b with centre-sectiontankage; landing, 100,0001b; zero fuel, 85,5001b; capacity payload, 22,3701b; weight less fuel and payload, 63,1301b.Payload accommodation: Cabin volume, 4,412 cu ft; baggage and freight volume, 620 cu ft; cabin length, 66ft lOJin (port side), 65ft 8in(starboard side); max width, lift 7Jin; max height, 6ft 8in; max usable floor area, 708 sq ft; largest door, 62 Jin x 28in; max seats, 100 at 34inpitch. Fuel capacity: 3,840 Imp gal, or 4,840 Imp gal with centre sectiontankage. Performance: Opt. cost cruising speed at 32,000ft and 100,0001b, 508kt(585 m.p.h.); corres. fuel consumption, 7,3001b/hr; range A (max pay- load), 1,460 n.m. (1,680 st.m.) or 2,420 n.m. (2,790 st.m.) with centre-section tankage; range B (max fuel), 3,050 n.m. (3,520 st.m.) with 9,3251b payload; cruise Mach, 0.875; VNO, 360kt (415 m.p.h.) EAS. D.H.121 Trident Mk 2 First referred to by Sir Roy Dobson of HawkerSiddeley in March 1960, this is a project-study for a stretched develop- ment of the basic short-range Mk 1 intended for the medium-rangemarket (2,000 miles-plus with max payload) at which the Boeing 727 and Vickers VC11 projects are aimed. Span and lift coefficient wouldbe greater and, according to one report, sweepback would be reduced to 30°. D.H.125 A project for a twin-jet (aft-mounted developed BS Vipers?)"Dove replacement," with 6-8 seats, the D.H.125 is one of two de Havilland tentative designs aimed at the small transport market, theother being: — D.H.126 This is a larger twin-jet project, with aft-mounted fanengines, in the Heron-replacement category. Ambassador The Airspeed A.S.57 Ambassador first flew on July 10,1947 and entered service in 1952 with BEA, who named it Elizabethan. Until 1957, BEA was the only operator, but in that year three were soldto Butler Air Transport of Australia. Only 21 of these high-wing mono- planes were built, and today BKS Air Transport operate four, Dan-Airthree, Overseas Aviation four, Shell two, Rolls-Royce one (Tyne test bed). Four Elizabethans are at present in BEA storage awaiting sale at£69,500 each with zero-time engines and airframes. Powerplani: Two Bristol Centaurus 661s of 2,625 b.h.p. driving D.H.Hydromatic four-blade 16ft propellers. Data appeared in Flight of November 20, 1959, page 597. DE HAVILLAND AIRCRAFT PTY P.O. Box 30, Bankstown, N.S.W., Australia. DHA.3 Drover First flown on January 23, 1948, the Drover wasdesigned to Australian requirements as a post-war successor to the D.H.84 Dragon, with emphasis on simplicity (e.g. -fixed undercarriage),rugsedness and a good performance with one engine inoperative. Only 20 Drovers were built, of which eight are in service with Fiji Airways,Qantas and TAA. The latter's Drovers are among six operated by the Royal Flying Doctor Service which have been re-engined with morepowerful Lycoming O-360-A1A engines driving Hartzell propellers in place of the three Gipsy Major Mk 10s. THE DE HAVILLAND AIRCRAFT OF CANADA Dovmsview, Toronto, Ontario, Canada. DHC.2 Beaver The Beaver first flew on August 19, 1947. It has beenfound suitable for outback operation all over the world, and about 1,500 Beavers have been delivered and are in use in some 60 countries;918 of these are L-2OAs of the USAF and US Army. An order has been placed bv the British Army. Commercial Beavers have been used notonly for passenger carrying, but for countless other duties. The one and only Beaver 2 is fitted with a 550 b.h.D. Alvis Leonides 502/4; standardpowerplant is the 450 h.p. Wasp Junior. DHC.3 Otter Developed, like the Beaver, for Canadian conditions, theOtter first flew on December 12, 1951 and, like the Beaver, is offered in 1'ndplane, seaDlane, amphibian, skiplane or wheel-skiolane versions.The Otter is also used by airlines in Norway, Vietnam, Laos, Japan, the Philippines and New Guinea, while military Otters equip the air forcesof Canada, Norway, Colombia and India, as well as the US Army (U-1A utility versions) and US Navy (UC-1 utility versions). Over 300 Otters Douglas DC-3 of BEA (P & W R-1830) have been built so far, of which more than 200 are UlAs. Powerplant isthe 600 h.p. P. & W. R-1340 Wasp. DHC.4 Caribou The Caribou had its origin in design studies for a"Twin Otter" grossing 13,0001b, with two Otter-type powerplants and a fixed undercarriage. The Caribou's ultimate configuration was deter-mined by US and Canadian Army desires for rear loading, and the need for good STOL characteristics and climb after take-off, together with areasonable single-engined ceiling. The first of three prototypes made its maiden flight on July 30, 1958, and the first of a good number of YAC-1ACaribous for the US Army was delivered on October 8, 1959. Production aircraft feature a 3ft 9in longer fuselage. So far no commercial sales havebeen made. Powerplant: Two Pratt & Whitney R-2000-7M2 Twin Wasps of1,450 b.h.p. each driving 13ft lin Hamilton Standard propellers. Data appeared in Flight for November 20, 1959, page 597. DOUGLAS The Douglas Aircraft Company, Santa Monica,California, USA. DC-3 The most famous and widely-used airliner ever built, the DC-3occupies a unique position in air transport. It is a twin-engined unpres- surized aeroplane capable of carrying 20-30 passengers on stages of upto about 1,000 miles at a cruising speed of about 170 m.p.h. It set entirely new standards in airliner design and operation which wereuniversally accepted and copied. The DC-3 is a development of the DC-1 and DC-2 (designed forTWA) which, with the Boeing 247 (designed for United), were the first airliners of the modern stressed-skin all-metal cantilever low-wingmonoplane formula. It made its first flight on December 22, 1935, hav- ing itself originally been designed to meet an American Airlines require-ment for a sleeper version of the DC-2 suitable for use on the longer trunk US domestic routes. However, it was the "Day Plane" model ofthe "Douglas Sleeper Transport" which became the DC-3. All told, a total of 10,928 DC-3s and military C-47s were built in the UnitedStates, in addition to about 2,000 under licence in Russia and 450 in Japan. Some 1,672 are still in service with 235 airlines—nearly as manyas all other types of airliner taken together. The DC-3 in 1936 cost £18-23,000 and resale prices today are around £25,000. Powerplant: Two Pratt & Whitney R-1830-92s of 1,200 b.h.p. drivingthree-bladed Hamilton Standard Hydromatic lift 6in propellers. Dimensions: Span, 95ft; length, 64ft Un; height, 16ft lliin; wingarea, 987 sq ft. Weights: Max take-off, 25,2001b (US passenger), 26,9001b (USfreight), 28,0001b (UK); landing, 24,4001b (US passenger), 26,9001b (UK and US freight); no zero fuel restriction; capacity payload, 5,3801b;weight less fuel and payload, 17,7201b. Payload accommodation: Cabin volume, 1,245 cu ft; baggage andfreight volume, 160 cu ft; cabin length, 30ft Jin; max width, 7ft 8in; max height, 6ft 7in; max usable floor area, 191 sq ft; dimensions of largestdoor, 5ft lOin x 7ft (C-47); max seats, 28. Fuel capacity: 670 Imp gal (805 US gal). Performance: Cont cruising speed, 155kt (178 m.p.h.) at 10,000ft and25,2001b; corres consumption 73.5 Imp gal/hr; balanced field length, max take-off weight, SL, ISA, 4,050ft; at SL, ISA+15°C, 4,400ft;landing distance from 50ft, 1,980ft; range A (max payload), 173 n.m. (199 st.m.); range B (max fuel), 1,780 n.m. (2,505 st.m.); corres payload,8,6001b; corres cruise speed, 155kt (178 m.p.h.). DC-4 The DC-4 has been to long-haul air transport what its stable-mate the DC-3 was to the growth of the short-haul sector of the business. It is a four-engined unpressurized aeroplane capable of carrying 40-86passengers on stage lengths of up to about 2,500 miles at a cruising speed of about 200 m.p.h. The origins of the DC-4 go back to a requirement for a largermedium-haul transport issued by the four largest American carriers (American, United, TWA and Pan American) in mid-1935. Douglasproduced a prototype—the DC-4E—to meet this requirement; this first flew on June 7, 1938, but did not prove satisfactory and was rejected bythe airlines. Douglas thereupon started an entirely new and rather smaller project which became the DC-4. This flew for the first time onFebruary 14, 1942. Orders for 61 were placed by American, Eastern and United early in 1940 but deliveries were diverted to military purposesand the type went into large-scale production and use as a military trans- port until the end of the War. Some 1,163 military DC-4s were deliveredas C-54s before production was switched to a civil model at the end of the War, and 79 of this version were built before manufacture of theDC-4 was stopped in favour of the DC-6. The DC-4 cost between £140,000 and £160,000 in 1946/47. A typical used price today is about£80,000. Pozuerclant: Four Pratt & Whitney R-2000-2SD-13Gs of 1,450 b.h.p.driving three-bladed Hamilton Standard Hydromatic 13ft lin propellers. Data appeared in Flight, November 20, 1959, page 606. DC-6 The DC-4 design achieved its full potential as a civil transportonly after the end of the Second World War when it appeared in a more powerful stretched and pressurized form known as the DC-6. The DC-6carries 50-70 passengers on stage lengths of more than 2,500 miles at cruising speeds of up to 280 m.p.h. It is thus considerably faster than itspredecessor because of the higher installed power (9,600 h.p. for take-off
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