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Aviation History
1962
1962 - 0267.PDF
fLIGHT International, 22 February 1962 269 Psesponse to the new Carvair services has exceeded all expectations; firm bookings for 1,963 had been made by last Friday, and more than 800 were on the waiting list. A theoretical maximum capacity for 2,400 cars will be offered between April and October on 240 round-trips (five a week to Basle, three a week to Geneva). The Air Bridge has now applied to the ATLB for a daily frequency to each point. The French have not, after all, yet approved the service to Strasbourg; of the 340 cars wait-listed for that point, most have been transferred to the Basle wait-list. In about a week's time a second Carvair will be delivered, and the type will go into scheduled revenue service for the first time on the Southend-Rotterdam route. Crew- training is meanwhile well under way. New FD.2 Programme One of the two Fairey FD.2 research aircraft owned by the Ministry of Aviation is being converted by Bristol Aircraft at Filton to flight-test an ogival wing, closely duplicating that specified for the projected Sud-BAC super sonic transports. Improved Magister Groupe Potez an nounce that the CM.170-3 will fly in the summer. Compared with earlier Magisters, the 170-3 has a new nose, enlarged canopy and ejection seats. The engines are Turbo- meca Marbore 6 turbojets, each of 1,0581b thrust, and the fuel cells (216gal) in present aircraft are replaced by integral tanks of 264gal capacity. A note on utilization of existing Magisters appears on page 270. TFX Propulsion According to Aviation Week "Boeing Company... has been given a paid study contract to change its TFX design from one utilizing the General Electric MF295 to one incorporating the Pratt & Whitney TF30." In our review of the TFX programme for a multi-purpose tactical aircraft for all US forces (Flight International, February 8) it was pointed out that a third engine was proposed: the Allison AR.168, based upon the Rolls- Royce Spey. The TFX programme meant a great deal to Allison, who promoted the AR.168 with more effort than they have ever put behind any other engine. More- "Flight /nternotiono/" photographs One of two ex-Northwest Airlines DC-6Bs operated by the Federal German Air Force. It was photo graphed at Prestwick recently en route to Texas with GAF personnel for guided-missile training over, it is demonstrably superior to the TF30 (as shown by the Douglas calcula tions for the Model 2086, February 1 issue, page 161), while the MF295 does not even exist. Yet, according to our US contempor ary "None of the submissions included as the first choice the AR.168 ..." It would be interesting to hear why. F8U-1T Flies The prototype Chance Vought F8U-1T dual-control version of the Crusader (Flight, December 21) flew for the first time on February 6. No production has yet been ordered. 1933 Mystery Solved Discovery of the Avro Avian Southern Cross Minor with the petrified body of a man beside it, 170 miles south of Reggane in Algeria, by a French Army motorized Sahara patrol seems to have solved the mystery of the disappearance in 1933 of Capt W. N. Lancaster. He had taken off from Lympne on April 11 in an attempt to beat Amy Mollison's record flight to the Cape. After leaving Adrar for Gao on April 12 he was never seen again. Balloon "Jambo" Safe Alarm over the reported destruction of the Sunday Tele graph balloon Jambo during one of its game-observation flights in Tanganyika was dispelled last week when the pilot, Anthony Smith, with two passengers, walked to a road after a forced landing. They had suffered nothing worse than nettle-stings and ant-bites. The intention had been to cross the 12 miles of the extinct Ngorongoro Crater, but a powerful thermal carried the balloon outside the crater rim and up to 10,000ft a.s.l. The thermal then died and—in the words of Mr Smith's report—"Only the very expert eye or a good guesser can tell the difference between a balloon landing and a balloon catastrophe. Some farmers saw us descend at sOme thousand feet a minute into unmapped jungle, and they adjudged this to be disastrous." GE Engine News The US Federal Aviation Agency has issued a type certi ficate for the General Electric CJ610-1 (Piaggio-Douglas PD-808 and Aero 1121 Jet Commander) and CJ610-2B (SAAC-23); all three aircraft are to fly this year. GE's Small Aircraft Engine Department shipped over 1,000 engines last year; nearly 700 were J85 turbojets, and over 300 were commercial and military T58 turboshafts. US Industry Data on the US "aerospace" industry in 1961, from statistics published by the AIA and Department of Commerce, may now be recorded. Employment ceased to decline, and has levelled out at 675,000. Mean wage of production workers is $2.8 (hourly) and $116 (weekly). Nearly 85 per cent of all work is still under US Government contract; total sales are slightly up on 1960 at $ 14,800m, of which missiles accounted for $4,600m, while commercial aircraft (including engines, propellers and spares) fell to $2,200m from $2,500m in 1960. Output of military aircraft fell to 2,500 from 2,700 in 1960, while commercial aircraft (including heli copters) fell from 8,181 to 7,050. Breguet 941 Shafting The flexible drive shaft made by Hispano-Suiza for the Breguet 941 is reported to be running excellently on the static rig and test wing. The 52ft shaft is mounted on elastic bearings which impose little load on the wing and accommodate wing bending. Twin bevel gears at each engine/propeller station have also performed well, each accepting 1,500 h.p. in the engine-out case, with only 1.2 per cent mechanical power loss. Torque equivalent to 800 h.p.—with or against the rotation—has been withstood regularly as inboard engines provide thrust and outboard engines drag during the landing. Normal shaft speed is 6,000 r.p.m., but 13,000 r.p.m. has been reached. No separate oil-cooling system is needed, and the gears have, it is stated, proved virtu ally maintenance-free during extensive trials.
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