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Aviation History
1961
1961 - 1475.PDF
Three stages of let-down: here one of the 88O's spoilers is seen raised for the descent (note outboard spoiler bending!) Leading-edge slats fully open on the approach to Bombay. Thereare also leading-edge flaps under the centre-section between the inboard engines and the fuselage The next two stages: above, approach flap, with spoilers slightly raised; below, touching down on the runway with full flap, fully extended spoilers and reverse thrust in operation hour's holding. In practice the reserves can be increased by reducingpower and. if the weather at destination is really marginal, by diverting from cruising altitude. The aircraft appeared to be very docile and on two occasions itslow-level manoeuvrability was amply demonstrated when we had wave-offs as we were to begin the final approach. Threshold speedat maximum landing weight of 155.0001b is 142kt. At the weights used on my flights, threshold speed was about 135kt.These flights were made in monsoon conditions and, although cruising at 31/34.000ft, we spent a considerable amount of time incloud. Tops appeared to be at around 45/5O,OOOft but the weather radar enabled comparatively smooth flight to be maintained formost of the time. The actual performance of the 88OM is best judged from thetable, which covers each sector flown. The Swissair CV-880Ms follow different routes between Zurichand Tokyo. The Sunday flight from Zurich goes via Athens, Beirut, Karachi, Bombay, Bangkok and Hong Kong; the Tuesday flightvia Geneva, Cairo. Karachi, Bombay, Bangkok and Manila; and the Friday service is by way of Geneva, Cairo, Karachi, Calcutta,Bangkok and Hong Kong. The total journey distance depends on the route flown, but 8,600n.m. is a fairly representative figure. Stage lengths vary from 128 n.m., Zurich - Geneva, to 1,969 n.m., Cairo - Karachi—a sectorwhich sometimes necessitates refuelling at Bahrein. The average scheduled block time from Zurich to Tokyo is244hr compared with 45hr taken by the DC-6Bs. The Convair's average airborne time is 19hr. When the Convair CV-990 is inservice and modified to achieve its full cruising speed it should be possible to reduce the journey time still further. Two CV-990 Coronados are now due for delivery in November,certification is expected in December, and Swissair plan to introduce these aircraft from February 1. They will be progressively intro-duced on the South Atlantic, Middle and Far East routes and when sufficient have been delivered the 880Ms will be returned to GeneralDynamics. The 990 will eliminate the range problems of the eastern routes and will provide improved payloads. The 880M cannotbe used on the South Atlantic services. SWISSAIR CONVAIR CV-88O-22M: ACTUAL PERFORMANCE ZURICH - BANGKOK - ZURICH Zurich -Cairo 1554 3.34 3.39 3.31 190,000 34 1 1,300 1.414 24 8,694 30 140 145 156 72,000 5.22 21.660 29/33,000 —34 488-496 0.82 — I3kt 142,000 23,100 24,500 Clear 10 km Beirut 3,000 Cairo -Karachi 1969 4.21 4.35 4.25 190,500 23 10,100 31 1 25 8.103 29 139 144 156 76.000 6.36 18,331 34,000 —37 486-496 0.8/0.82 -5kt 140.000 24,800 23,700 Fair Bombay 2,900 Karachi -Bombay 501 1.18 1.29 1.20 160,000 07 10.500 81 32 6,233 24 125 129 143 48.000 3.40 16,000 30,000 -21 505 0.82 SE 10-15kc 140,000 28,000 30,500 Cloudy. showers Karachi 3,100 Bombay -Bangkok 1703 3.52 4,10 3.56 185,000 27 9,780 35 29 8,000 28 136 142 154 77,000 6.05 1 1.800 33/34,000 -32 470 0.78 — I8kt 140,000 32,000 31,500 Cloudy, occas thunder Saigon 2,600 Bangkok -Bombay 1703 3.38 3.53 3.47 181.500 2IR 9,150 12 30 8,000 27 135 139 153 73,100 5.50 13,400 32/31,000 —31 470-495 0.78/0.82 -i-l3kt 136.000 27,500 27.000 Cloudy, rain Karachi 0-78: 2,800-2,500 0-82: 3,000 Bombay -Karachi 503 1.14 1.24 1.12 165,400 279,780 35 27 6,500 23 126 137 146 47,500 3.30 22,000 26.500 — 17 515 0.82 var. lOkt 144.500 26,500 29,000 Cloudy Bombay 3,400 Karachi -Beirut 1836 3.58 4.18 4.03 188,600 2510.500 81 28 8,000 26 138 144 156 75.000 5.48 16,790 31/32.000 —32 460-480 0.78/0.82 - 4kt 137.000 24.300 24,600 4/8 4,000ft, fine Cairo 3.000 Beirut -Athens 627 1.36 1.46 1.35 161,500 21 9,600 86 21 5,600 23 126 130 146 49.000 3.29 11,350 31,000 -34 490 0.82 —35kt 141,000 25,700 26,400 Fine Istanbul 3,125 Athens -Zurich 958 2.14 2.25 2.16 175.000 34 7,620 90 17 5,900 23 130 135 150 63.000 4.21 11,300 31,000 -34 490 0.82 —24kt 144,000 31,000 31,000 Fog breaking up Stuttgart/ Frankfurt3,125 Stage length (n.m.) flight plan (hr, min) Block time (hr, min) Airborne time (hr. min) Take-off wt at brake release (Ib) Runway used Available length (ft) Runway elevation (ft) Temperature at take-off ( C) Distance required to 35ft (ft) Time to lOOkt (sec) VI (kt) VR (kt) V2 (kt) Fuel (Ib) Endurance (hr, min) Commercial load (Ib) Cruise altitude (ft) Cruise level temperature ( C) Average cruise TAS (kt) Mach No Wind Estimated landing weight (Ib) Estimated fuel overhead (Ib) Actual fuel after landing (Ib) Terminal weather C'uise consumption, average ilb/eng/hr) Notes: Maximum permissible take-off weight for conditions on all stages was maximum gross. Cruise technique for all stages was constant Mach
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