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Aviation History
1962
1962 - 2314.PDF
FLIGHT International, IJ October 1962 587 On September 29 the fuselage of the first British Aircraft Corporation BAC One-Eleven entered the join-up jig at Hum. The programme calls for first flight in the spring and is moving ahead on schedule. Firm orders from six customers for 33 aircraft have been entered in the order book, with options on a further 18 Yorkshire Airport Nearly half the sum required for an impartial statistical survey into the need for a central Yorkshire airport has been promised by councils, chambers of commerce and industrial concerns in the area. Derby Airway's Winter Schedules DC-3s and Argonauts are being used to increase the frequency and services of Derby Airways. Regular routes throughout the winter will link Derby with Carlisle, Belfast, Glasgow (via Leeds), and the Channel Islands. Tu-124 in Service The Russian Press reported on October 3 that the Tu-124 entered service on the previous day between Mos cow and Tallin. The aircraft was seen off from Vnukovo airfield by her designer, Mr A. N. Tupolev, who was recently in London for the Pugwash Conference of Scientists, and by Mr Y. F. Loginov, head of Aeroflot. The Tu-124 is stated to be a replacement for the 11-12 and 11-14 on the shorter internal services such as Moscow - Voronezh, Moscow - Gorki, Tallin - Riga, Leningrad - Vilnius. The Moscow - Tallin trip is scheduled for 90 minutes. unich Inquiry to Re-open ? "Take-offs with depths of slush or water on the runway greater than one half inch (15mm) should not be attempted." PUBLICATION by the Ministry of Aviation of a new and weightier warning on slush lends support to reports that both the Ministry of Aviation and the pilots' organizations, BALPA and IFALPA, are bringing pressure on the German Government to reopen the investigation into the Munich accident. That accident occurred to a BEA Ambassador (Capt James Thain) in February 1958, The official German inquiry, it will be recalled, concluded that the "decisive cause" of the accident was ice on the wings. It was "not out of the question," said the report, "that, in the final phase of the take-off process, further causes may also have had an effect on the accident." Subsequent research work and testing by the Ministry of Aviation and the American FAA make it pretty certain that slush was the decisive cause of the accident. The question of Capt Thain's reinstatement with BEA obviously arises; and whether or not justice has been done to this pilot, who was actually dismissed by BEA for not checking for the presence of wing icing, the fact is that, had henot survived, the important new facts about the dangers of slush may not have come to light as soon as they have. The Ministry of Aviation's Civil Aviation Information Circular No 80/1962 comes out in plenty of time for the next European slush season. It says (as forecast in Flight International for January 11 and April 26 this year) that the effects of slush are much more serious than had originally been estimated; half an inch, and not the one inch previously thought hazardous, could have dangerous consequences. This revision of the tentative Information Circular published in January 1961 has been discussed in draft form throughout the summer with the operators and it is published on schedule, before the end of the summer season. The Ministry's safety people must be congratulated on the effort that has been put into this important new statement, and particularly for the considerable consultation that has taken place with all interested parties. The American FAA also deserves credit as the only authority so far to have carried out actual tests in anything like controlled condi tions, at Atlantic City in September 1961 with a Convair 880 and artificial slush. The Ministry did, last winter, observe and analyse a small number of take-off runs in natural slush conditions in this country, and a series of full-scale tests is to be undertaken at RAE Bedford using a runway with a special section which can be flooded in order to establish testing techniques. In the previous Information Circular (Flight, January 20, 1961) the Ministry published a table showing the amounts by which air craft take-off distances could be increased in half-inch as well as one-inch depths of slush. The new table does not include figures for the one-inch case, this depth now being considered as just not on. The following table has been prepared to show how, in the half-inch case, the required take-off distances have been increased (the old proposed increases are shown in parenthesis). In all cases except the DC-3, DC-6, DC-7, Bristol Freighter, President, Prince and Viking take-off distances are all much longer than had originally been supposed. The two most critical aircraft, each requiring half as much more scheduled field length again in half an inch of slush, are the Ambassador and the Viscount. It will be noted that there is a marked increase in the increments applic able to the Britannia, Comet and Boeing 707. Calculated Effect Oil Take-off Performance of a Uniform Layer of Slush or Water on a Runway Aircraft type Boeing 707-436 Comet 4 Ambassador Argonaut Britannia Constallation DC-3 DC-4 DC-6 DC-7C Bristol 170 (Freighter) Hermes President Prince Viscount Vanguard Viking Percentage increment to the take-off field length required for a depth of slush or water of O.Sin (15mm) 20 (10) 20 (10) 50(40) 45 (30) 30 \I0) 35 (30) 20 (20) 45 (30) 30(30) 30 (30) 20 (20) 45(30) 30 (30) 30 (30) 50 (30) 20 (IS) 20 (20) Note I: These figures are based on the assumption that, for nosewheel aircraft, the nosewheel is kept in contact with the runway until the aircraft is rotated. Increments are thought likely to be markedly reduced if the aircraft nosewheel is lifted clear of the slush. Note 2: The above increments are intended to ensure that the all-engines take-off distance will not exceed 85 per cent of the take-off distance available. [Concluded on page 590]
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