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Aviation History
1961
1961 - 1457.PDF
FLIGHT, 5 October 1961 561 Seen at Beirut is this DC-4, registered OD-ADX, in the markings of Lebanese Air Transport Charter Co, a new Lebanese carrier AIR COMMERCE THE CONVAIR 990'S TROUBLESI T comes as no surprise to hear that American Airlines areconcerned at delays in delivery of Convair 990s and shortfalls in guaranteed performance. Ever since the Convair 990 first flewin January 1961, various vibration and excessive drag problems have been encountered which have seriously affected performance.Vibration has been remedied by modifying the outer engine pylons (Flight, May 25, 1961), but no solution has yet been found to theproblem of excessive drag. The 990 is at present approximately 36 m.p.h. below the guaranteed 620 m.p.h.. cruising speed, anddrag has also affected range and fuel consumption; doubts con- cerning the ability of the Convair 990 to fly non-stop coast-to-coastservices with a full payload have been raised. The cumulative effect of these problems and modifications, which have interruptedthe flight test programme, is a delay in delivery. Swissair, it will be recalled, leased two Convair 880 Model 22Ms for Far East servicesas a result of delays in delivery of their 990s. The first order for the Convair 990 was placed by AmericanAirlines, for 25 aircraft to be delivered in June 1961. The 990 (originally designated Convair 600) is heavier and faster than theConvair 880, has a longer fuselage, turbofans, and anti-shock bodies extending beyond the trailing edge of the wing. AmericanAirlines have negotiated a new contract with General Dynamics, cutting the original order from 25 to 20. Initially the airline willreceive 15 unmodified aircraft with a guaranteed speed performance of 584 m.p.h. at 21,500ft, the first two for delivery in December1961, with the remaining 13 delivered by June 1962. Certification is expected by December, and American Airlinesplan to inaugurate Convair 990 services in February 1962. Accord- ing to Aviation Week, General Dynamics will come up with amodification by February 1963. if General Dynamics do not produce a modification, the contract is void and American couldreturn the aircraft; but if the modifications bring the speed up to the original 620 m.p.h.. American will buy five more, bringing the totalto 20. Under the original contract American was to lease the General Electric CJ-805-23 turbofan engines, but under the newcontract the lease will be taken over by General Dynamics. Various aerodynamic solutions are being evaluated by Convair,such as changes to the wing root fillets, and the addition of a leading edge glove. If a satisfactory solution is found, the cost ofmodifying completed airframes and those in final assembly will be substantial. General Dynamics, if no quick solution is found,may be compelled to abandon the whole 990 programme, especially if American exercise their option to return the unmodified aircraft. Other Convair 990 orders are: Swissair seven (two to be leased toSAS); SAS. two (plus two leased from Swissair); and Aerovias Brasil (from REAL), three. ANTI-COLLISION LIGHTS' NEW USER ECENTLY two airlines adopted company procedures atLondon Heathrow for parked jets to use their anti-collision lights to warn ground personnel that engines were in operation orabout to be started. IATA, in co-operation with the Ministry of Aviation, has invited its member airlines operating through Heath-row to follow the same procedure for a trial period, starting on Sunday last and extending for three weeks. ANSETT-ANA AND TAA JET FUNDS THE Australian Government is to advance TAA and Ansett-ANA up to £A6m each for new jet equipment. Provisionfor this was made in legislation due to be introduced last week. The agreement whereby the Government guarantees loans raised bythe private operator Ansett-ANA for new equipment will be extended for a further ten years. The aircraft being considered byeach company, as previously discussed in these pages, are the Trident, BAC One-Eleven, Caravelle 7, and the Boeing 727. Recent reports suggest that Ansett-ANA are favouring theBoeing 727, while TAA are not stating a preference at present, but like the Caravelle 7. If previous Government policy is any guide,each airline will be encouraged to standardize on the type of equip- ment chosen. The issue is complicated by the Australian Govern- ment's recent decision not to allocate any funds in 1961-62 towardsthe construction of a jet airport at Tullamarine Melbourne (Flight, September 7, 1961). At the moment the Electras are severelydamaging the runway at Essendon. and the authorities will not allow the Boeing 727 to operate. Senator Paltridge, Minister ofCivil Aviation, said in a Press statement that the Government was awaiting a decision by Ansett-ANA and TAA on the jets they wouldrequire before proceeding with work at Tullamarine. As the BAC One-Eleven is suitable for operation into Essendon,this aircraft could operate an initial feeder service, transferring to supplementary routes on completion of Tullamarine. STRIKE THREAT BY ASSETT HE Association of Supervisory Staffs, Executives and Techni-cians has threatened strike action against seven unnamed British independents this winter unless their basic rates of pay arebrought up to the level of those of the corporations. Mr Give Jenkins, general secretary of ASSET, last week sent an ultimatumto the independents concerned that their aircraft "will be picked off one by one unless satisfactory replies are given this week to theunion's demand for better pay rates." Mr Jenkins is reported as saying: "We demand that these privatelines should pay at least the same basic rate as BEA and give bonuses which are at least equivalent." According to Mr Jenkins(who excludes British United and Skyways from the ultimatum), proposals for bonus schemes have been with the independents forsome time, but so far ASSET has received no replies. LUFTHANSA'S £3.5M LOSS A LTHOUGH Lufthansa's expansion in 1960 provided the highesti\ revenues on record since 1955, when operations began, the airline lost DM 39m (approximately £3.5m) during 1960, anincrease of DM 0.2m over 1959. The deficit has been covered by Government subsidies, and the airline's report states that due to therevaluation of the Mark earlier this year, and the present political tensions, the outlook for 1961 is less favourable. Lack of jet equipment in the past has obviously seriously affectedLufthansa. PA A and TWA have been operating jet services from Frankfurt to New York for some time and undoubtedly haveaffected Lufthansa's load factors. Improvements in the operating results for 1960 were largely due to the inauguration of Boeing707-430 services on the North Atlantic in March 1960. Lufthansa carried 1,237,629 passengers in 1960, an increase of 57.3 per centover the 786,626 carried in 1959. Cargo increased by 63.8 per cent, 14,855 tons as against 9,071 tons. Total net revenue was £29.7m. Since Lufthansa began domestic operations in 1955 the airlinehas expanded, and opened routes to South America, the Middle East, Far East, US West Coast and Canada, as well as serving additionalpoints in Europe. A thorn in West Germany's side has always been the liberal fifthfreedom rights enjoyed by other carriers. Perhaps the West German Government will impose further restrictions on foreign carriers'fifth freedom rights in the future. Mr Roy Chandler, Handiey Page sales representative for North America, is at present visiting airline operators in Canada and the United States. Mr Chandler is also respon- sible for Herald sales promo- tion in Central America and the British West Indies
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