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Aviation History
1963
1963 - 0138.PDF
126 LETTERS. . . closely integrated airlines, Deutsche Lufthansa and Interflug, the radio call-sign is always "Lufthansa" followed by the coded registration. I have heard five Ilyushin Il-18s of "Lufthansa," namely DM-STA, STB, STC, STF, and STG, and thus it seems that DM-STD and STE also exist, There fore, these two airlines operate at least five and probably seven Il-18s between them. Other U-18 figures are correct. (Spotters please note: HA-MOB does not and never appears to have existed.) Aeroflot 11-18 figures are still very hazy. The lowest that I have heard of is CCCP75644, and the highest is CCCP75788. If all the II-18s between these two registrations exist, it means that getting on for 150 are in service. In fact, at a meeting of the London Society of Air- Britain some time ago, Mr Eugene Smirnov, the Aeroflot representative in London, estimated that about three hundred II-18s are in service, that three hundred Tu-104s are in service and that there are about one hundred Tu-114s in addition. This last figure must surely be an exaggeration, as only seven or eight registrations are known. This brings me on to my next type, the Tu-104. Excluding the registration series commencing CCCP-L5400; (most of which have been re-registered in the standard series), the lowest known regis tration, according to a survey in Overseas Airline News, one of Air-Britain's excellent publications, is CCCP42313, and the highest is CCCP42508; and if all the machines exist between these two registrations, a total of almost two hun dred is obtained. By this same survey, a total of nearly 150 Ilyushin Il-14s is obtained, in addition to countless II-12s and Lisunov Li-2s. TAROM are quoted as operating eight Ilyushin Il-14s. They do, in fact, operate sixteen or seventeen. They are registered in the series starting YR-ILA. All the aircraft up to and including YR-ILP have been heard of by way of radio or have been seen at various European airports. In addition, YR-ILZ was seen at London Heathrow in the summer of 1959, but nobody appears to have seen or heard of it since. Similarly, nothing is known of YR-ILQ to YR-ILY, and it seems doubtful that these exist. LOT have twelve Ilyushin Il-14s in service, all of which have been seen or heard. They are SP-LNA to SP-LNN. excluding SP-LNF and SP-LNJ. In addition, LOT have taken delivery of their three Viscounts, SP-LVA, LVB, and RAeS DISCUSSES AGRI THE Royal Aeronautical Society Agricultural Aviation Group, on January 16, held an all-day meeting at which the whole field of operations were covered. Two new types of craft which might be used for agricul tural aviation were described. The first was the Wallis Gyrocopter. and Wg Cdr K. H. Wallis indicated that many of its qualities would make it extremely useful for some forms of agricultural work: among these were the relative cheapness initially and in maintenance and spare parts. Its excellent slow-flying handling qualities would make it particularly suitable and not least of its qualities was the fact that it could be transported on a trailer behind a small car. The Vickers/ Soil Fertility air-cushion vehicle was also described; it was explained that this vehicle, by virtue of its ability to cross soft ground without getting bogged down and to traverse crops without causing serious damage by wheels could make it particularly suitable for many agricultural operations. Dr W. E. Ripper described night-spraying operations, chiefly in the Nile Valley, where pests like locusts and birds must be dealt with. The vast numbers of birds in the Sudan are as damaging as any locust swarm: they have, in fact, cleared large areas of food grains. Night spraying is par ticularly effective, since it is only after dark that they con gregate. One particular difficulty which the night-flying pilots experience is that, after flying across a crop area with head lights on and pulling up into the blackness of the night, they tend to experience a feeling of vertigo. An illuminating paper by Professors Akesson and Yates of California University, concerning operations in Western FLIGHT International, 24 January /<A>.; FORTHCOMING EVENTS Jan 24 RAeS, Halton: -Operations of the Special Duties Squa drons" by A. Firth. Jan 25 RAeS Graduates' and Students Section: "Monorails," by R. E. G. Davies. Jan 28 Kronfeld Club: "Elementary Meteorology" part 4, by Tom Bradbury. Jan 29 Institute of Transport, West Middlesex Group: "Airport Traffic Handling Today and Tomorrow" Jan 29 Institute of Electrical Engineers and RAeS: Discussion, "Connectors in Aircraft," opened by Cdr L. S. Bryson, Wg Cdr R. E. Powell and A.J. Cope. Jan 30 British Institution of Radio Engineers, London: "Tele vision Signals by Satellite," by F. J. D. Taylor. Jan 30 Kronfeld Club: "Hazards of Aerospace Journalism." by Ken Owen. Jan 30 RAeS, Brough and Institution of Electrical Engineers: "New Ideas in Aircraft Electronics." by M. Hancock. LVC (one of which has recently crashed). Malev operate ten U-14s, HA-MAA to MAK, excluding HA-MAJ. They also operate innumerable Li-2s, four of which are registered HA-LIA, LII, LIQ, and LIZ; but whether all twenty-six exist seems rather doubtful. Other minor amendments: South African Airways operate three (not five) Boeing 707-344s. A couple of apparent mis prints: the fact that 174 C-82A Packets are in airline service seems a little incredible, and there are quoted as being 564 assorted Grummans in airline service. Could the extra 508 be the missing ones belonging to Kodiak and Western Alaskan? May I finally suggest that a key is given to all the airlines whose initials are rather obscure ? Everybody knows BO AC. but it is not everyone who knows that TAM stands for Transportes Aeros Militares. May I take this opportunity of asking if anybody can identify the following: CP-707, DM-VAA, VAB et seq, EC-ARV, F-BIUE, F-BCYH, F-BBBS. F-OBEI, I-AEKN. N404A, N5678D and N63T? 14 Roseberry Avenue, p. G. HILLMAN West Worthing, Sussex ULTURAL AVIATION America on crops and forests, was read by Mr R. 1. Amsden of Fisons, and was followed by a description of a rotary granular disperser for fertilizers by Dr Johnstone, physicist at the Porton Tropical Pesticide Research Unit. Many aspects of the pilot's viewpoint were emphasized by a paper by Mr J. H. McMahon (read by Mr Peter Ayles, chief pilot of Crop Culture) and another paper on the same subject was read by Mr Woolley, who has recently joined Dr W. J. Maan at the International Agricultural Aviation Centre at The Hague. An excellent paper was read by Mr H. Best-Devereux on the subject of aircraft maintenance, particularly in the field. He stressed the extreme importance of protecting the whole structure, including the fabric, by proper anti-corrosion treatment. He also emphasized the need for easy repair and the fact that many aircraft built for agricultural work fre quently need more robust wheels and brakes. He had some very forthright remarks to make about the amount of paper work which was required by Ministry regulations, remarking that one particular overhaul which in the USA required one signature on completion was subject to 79 under this coun try's regulations. Dr Maan concluded the proceedings with a general survey of the present situation, commenting on the lack of Govern ment encouragement in Britain as compared with other Euro pean and American countries. A typical instance which he quoted was the fact that agricultural aircraft have to pay tax on their fuel, whereas in other farm work there is tax relief on diesel oil.
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