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Aviation History
1963
1963 - 0269.PDF
IGHT 255 imatioiial, february 9 iJH)^nm0l*> mmm • •— . The first Nord 262 has now completed nearly 30 hours' flying since December 24, and next April it m second aircraft *ie test programme by the driving three-bladed Ratier-Figeac 10ft 6in diameter propellers. The third and subsequent production aircraft will have Bastan 6s of 1,065 e.s.h.p., and almost certainly a similar three-bladed propeller. Nord have ordered materials for 25 aircraft where necessary to ensure a smooth production follow-on from the third aircraft which will be up to production standard in respect of powerplant, equipment, and modifications as a result of testing, development, and operating experience. If necessary production could easily be geared to one aircraft per week by mid-1964. Although not yet confirmed there is a strong possibility that the French domestic airline Air Inter (Air France and SNCF- French Railways, 50-50 partnership) will buy a number of 262s to operate between important centres that are poorly connected by France's road and railway system which radiates from Paris like the spokes of a wheel. This would be a valuable order for proving the operating features of the 262 for the benefit of overseas customers. During a trial period between November 23 and December 22, Air Inter flew more than lOOhr and carried over 1,000 passengers between Orly and Nantes with two of the earlier unpressurized Bastan 4 powered 260s. Since December Wideroe's have also been using a 260, on charter operations, to gain experience with this smaller but broadly similar type before making a decision on its option for two 262s. A number of other European airlines are very interested in the 262, and a 260 was due to be demonstrated to Aviaco in Spain last week. In the spring another 260 will visit Germany, Switzerland and Austria. Six of the ten 260s which Nord plan to build are now flying and work on these aircraft will end next May. Once the 262 has been proved in demonstration tours and opera tions near home the two major difficulties in making world wide sales are likely to be: (1) arranging the necessary finance and (2) competition from relegated second-hand turboprops. Nearly all the smaller nations with under-developed surface transport at home are already heavily mortgaged to be in the international air trans port business and the low first price of the 262 is a bigger advantage in this context rather than as an item in the direct operating cost. In a year or so, when 727s, Tridents, One-Elevens and possibly F-28s cause the relegation of several hundred Viscounts, Friend ships, Heralds, Convairs, etc, where traffic is not wildly inadequate or runways too short and soft for the bigger and cheaper aircraft, Nord may find themselves trying to sell in competition with these second-hand aircraft. The only new aircraft anywhere near the Nord 262 in size are the Potez 840 and the Short Turbo-Skyvan. The 840 has a slightly lower max weight than the 262, about the same total power from its four Turbomeca Astazou lis, but cabin accommodation for only 16 in a normal arrangement. Potez have proposed a side-by-side seating arrangement for 24 but safety regulations have not yet been formulated to cover this case. The Short Turbo-Skyvan powered by two Astazou with its rear- end loading, vehicle-carrying feature, and price (believed to be less than £100,000) will be an advantage for some operators and a strong competitor for the 262. Although Nord are facing difficulties in the sale of the 262, they are approaching their markets in a most realistic manner. Before embarking on an extensive sales campaign they are determined to prove the aircraft's performance and reliability through intensive flight trials and demonstration. With such an enlightened approach, the 262 could be the final answer to the old, old problem. Powerplant: Two Turbomeca Bastan 6 turboprops of 1,065 e.s.h.p. each driving Ratier-Figeac 10ft 6in three-bladed propellers. Dimensions: Span, 71ft lOin; length, 63ft 3in; height, 21ft 8in; wing area, 592 sq ft; aspect ratio, 8.72; taper ratio, 0.58. Weights: Max take-off, 21,7151b; max landing, 20,7201b; max zero fuel, 20,7201b; capacity payload, 7,0051b (passenger configura tion), 7,6351b (freight configuration); weight less fuel, crew and payload, 13,7151b (passenger configuration), 13,0851b (freight configuration). Payload accommodation: Cabin volume (less flight deck), 1,207 cu ft; cabin length, 34ft lOin; cabin width, 7ft lin; cabin height, 5ft llin; max usable floor area (less flight deck), 186 sq ft; dimen sions of largest door (forward freight door), 63in by 5lin (passenger door), 65in by 27in; height of door sills, 3ft 6in; max seats, 29 at 29in pitch (no baggage volume); typical seating, 26 at 34in pitch; cabin pressurized to a differential of 4.0611b/sq in. Fuel capacity: 451 Imp gal. Performance: Optimum-cost cruising speed at 11,000ft and 20,000 lb, 200kt; corres consumption, 105 Imp gal/hr; high speed cruising speed at 15,000ft; 208kl; optimum range cruising speed at 17,500ft, 184kt; take-off balanced field length (SR 422B) max weight, ISA, sea level, 2,800ft; landing distance (SR 422B) max landing weight, ISA, sea level, 1,830ft; range A (max payload), 175 n.m.; range B (max fuel) 1,000 n.m.; corres payload 4,7001b; VN0, 208kt EAS; VNE, 242kt<EAS; VD, 269kt EAS. Class War in the States -vFTER four months of operating the experimental three-class fare structure between Chicago and Los Angeles, American, Conti nental, TWA and United are as opposed as ever in their views on he best seating arrangement and fare structure to stimulate a long- term increase in revenue. In fact, so far, the four airlines have failed to produce an agreed set of results from the experiment. Continen tal claim that passenger traffic rose 30 per cent and revenue 15 per ent during the period (see last week's issue), much of this coming 'rom new air travellers. Continental's report to the CAB requesting an extension of the Chicago - Los Angeles experiment from Febru ary 28 to October 26 contained CAB traffic figures for all four air- !|nes competing on the route which show a 40 per cent increase in December over the same month in 1961 when the traffic was down 5.3 per cent on December 1960. American Airlines are actually opposed to any continuation of the scheme, which they say has already cost the four participating airlines about ?lm in lost revenue. According to American, at least a 12 per cent increase in traffic was needed to avoid a net revenue loss on the reduced fares of the three-class system, where as the increase achieved was less than 7 per cent. Also opposing the Continental-inspired system are United who are strongly advocating a one-class service on the grounds that it would save them at least ?5m annually by simplifying the whole passenger handling process. United are due to begin their experiment on March 10 between
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