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Aviation History
1961
1961 - 1871.PDF
500 1,000 1,500 STAGE LENGTH (st miles) 2,000 Left, operating costs (SBAC method). Take-off weight 50,2651b; ISA; cruise, 20,000ft Right, payloadjrange perform- ance with and without fuel reserves, conditions as above. Fuel reserve allows 45min stand-off at 5,000 t, 200 n.m. diversion, plus 5 per cent of total fuel 15,000 j 1 0,000 5,000 985FLIGHT, 28 Decembe1961 400 800 1,200 1.600 STAGE-LENGTH (n.m.) 2,000 Flying controls are manual. Hydraulics at 3,0001b/sq in actuatethe flaps, undercarriage, nosewheel steering, wheel brakes, pro- peller brake and windshield wipers. In line with this orthodoxapproach is the electrical system, which is basically 28V d.c. pro- vided by engine-driven generators and batteries. Inverters providea.c. for the autopilot, instruments and electronics. The landing gear retracts forwards and the mainwheels haveanti-skid brakes. Tyre pressure is restricted to 681b/sq in on the mainwheels and 621b/sq in on the nosewheels. Other design pointsdictated by the roughness of likely airfields are adequate track— 28ft 3in—and safe propeller clearance; the first is ample, butpropeller c earance is only 20in, surely a minimum for this type of aircraft. What is the potential market for the YS-11 ? The Japanese AirSelf-Defence Force has ordered ten to be used for troop carrying, freight transport and electronic training. In addition to thismilitary order (which will doubtless be substantially increased), All Nippon Airways have some 13 DC-3 and four CV-440 aircraftwhich could be retired as soon as the YS-11 becomes available. It is also conceivable that this airline may order the YS-11 toreplace the ten Friendships and six Viscounts at present in service or on order. Economically this would not be justiried, but theairline may decide to equip itself entirely with the home-grown vehicle, and the routes it operates would not make this impossible. Japan Air Lines are also potential buyers. They have ten DC-4,five DC-6B and four DC-7C or F aircraft, some of the duties of which could be performed by the YS-11. The Nihon Aeroplane Manufacturing Co is reluctant to mentionits association with firms like Mitsubishi, Kawasaki and Fuji, probably because it is anxious to establish a single corporate identity,which may be the first step to a true merger. But at present the separate companies must be mentioned when describing YS-11manufacture. Mitsubishi are making the fuselage and under- taking final assembly. Shin Meiwa are making the rear fuselage, andFuji are making the tailplane. Kawasaki are responsible for the engine nacelles and the wings, and Nihon Hikoki are making theflaps and ailerons. Lastly, Showa Hikoki are producing structural components, notably those involving honeycomb. Just how successful NAMC and the YS-11 will be remains to beseen. In general, it is the aircraft which is swiftly conceived and produced, and which is successfully introduced into large-scaledomestic service, that sells best in the world market. The YS-11 is likely to fulfil these requirements, and it must be considered aserious contender in the market for a DC-3 supplement. NAMC YS-11 (Two Rolls-Royce Dart RDa.10/1 turboprops of 2,775 s.h.p. each with water-methanol injection, driving 14ft 6in Dowty-Rotol propellers.) Dimensions: Span, 105ft; length, 86ft 3in; height, 30ft; wing area, 1,020 sq ft; wing aspect ratio, 10.8; wheelbase, 30ft 1 lin; track, 28ft 3in. Weights: Empty equipped weig'it, 3O,O93lb; max take-off weight, 5O,265lb; max landing, 48,0471b; mm payload, 12,1301b; max weight of fuel, 7,3861b. Performance (estimated): Max cruise at 14,200 r.p.m. at 20,000ft ISA, 48,0471b, 257kt: take-oft to 35ft at max weight, 20' flap, water-methanol, ISA, sei-level, 2,130ft; ISA + 23 C, 2,360ft; landing field length, one engine inoperative, 48,0471b, 40J flap, sea-level, 3,790ft; stall, landing coniigaration, 40' flap, 48,0471b, 73kt; range with mix payload, 330 n.m.; range with 52 passengers, 580 n.m.; range with max fuel, 5,4001b payload, 1,290 n.m.; fuel consumption at max cruise, 0.15 n.m./lb. Payload accommodation: Cabin volume, 2,125cu ft; length, 44ft lin; max width, 8ft lOin; width at floor, 7ft 9in; max height, oft 6in; cabin floor to ground, 7ft 6in; bagg.ige and freight volume. 390 cu ft; dimen- sions of largest door, 66in 33in; max seats, 60 at 34in pitch. Fuel capacity: 1,550 Imp gal. AUSTRALIA'S AERIAL AGRICULTURE TODAY AT the fourth annual symposium of the Australian AerialAgricultural Association, held at Ballarat last month,South Australia and Queensland States Associations attended for the first time as official members, but Western Australia announced its withdrawal. (There is no Tasmanian Association.) The Federal Association now represents about 40 operators in the four States. Main questions discussed at the symposium were safety, theTiger Moth, and training. The decision taken at the Wagga Sym- posium last year to found a training school for agricultural flyinghad been abandoned during the year owing to lack of funds, and the same reason was behind the dropping of the idea of forming acentral secretariat in Melbourne on a permanent basis. However, the I960 decision to licence operators and pilots wascontinued. The Department of Civil Aviation has issued an order on the subject and within the past few months all pilots in theindustry have been examined. An operations manual has been issued, and it has been decided that all pilots must take writtentests after March 1. DCA examiners have reported that the prac- tical standard in the industry is higher than had been expected. The DCA would still like to see a central school formed and hadsuggested that the former RAAF base at Ballarat should be used. As the idea has been dropped, however, several operators havestated they will form their own small schools to train their own people. The largest of these operators—the biggest in the Common-wealth-is Aerial Agriculture Pty Ltd, of Bankstown, NSW, which operates 11 Beavers. This firm's flying hours in the present yearwill approach 10,000. No other in Australia's agricultural aviation industry has so much capital invested—about £A45O.OOO. It seems apparent from the tenor of the symposium (writesStanley Brogden) that the bigger operators, such as Aerial Agric- ulture in NSW and Super Spread in Victoria, will quickly take overmost of the other operators in their States. This will give the industry stabilization both in prices and operational quality, and permit quicker introduction of new equipment. The industry's curse is under-capitalization. Banks will not advance money on aircraft and the rates of hire-purchase firms are too high. State and Federal governments consistently refuse to advance cheap capital, make no taxation concessions, and grant no subsidies. The New Zealand industry is more fortunate in its situation. The Tiger Moth problem is basic. In Western Australia, South Australia and Queensland, spraying is the greater part of the business. Only in NSW is phosphate spreading the major part (the 1960-61 total there was 188,000 tons, and this is expected to rise to 220,000 tons this year). The Tiger is still the best spraying machine, partly because the opsrators must base aircraft over a wide area (500 miles wide in South Australia) to cope with rush orders. They are often on stand-by, and only the Tiger is cheap enough for this. Last year the Department almost decided to withdraw the vintage type entirely, owing to the accident rate, but protests from operators caused a postponement. The DCA de- cision will be taken soon, but the facts are that the operators have cut the Tiger Moth crash-rate to a fraction, though the overall crash-rate has stayed the same. One aspect is that it is apparently difficult for an agricultural pilot to kill himself in a Tiger: nearly all the deaths occur on other types. Operators say they like the idea of the Grumman Ag-Cat, but none has yet been seen in Australia or NZ. They do not care for the Fletcher, as they say it cannot be used above 1,000ft, despite the NZ liking for it. NZ is believed to have another 25 Fletchers on order. The Piper Pawnee has not been selling widely. Australian operators say they would like an aircraft with a ratio of 1501b payload to each £A1,000 capital cost. This may be a rather different formula from that used by the designers, but it seems to make a considerable amount of economic sense.
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