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Aviation History
1963
1963 - 0304.PDF
•--.--•••--. •-.-••- 288 FLIGHT Internationa: 28 February 196 AIR COMMERCE . . . The Tu-I I4'i passenger accommodation is divided into four main compartments; this is the dining saloon, seating 48. The photograph was taken on one of the trips described London - Moscow Three Ways by Tu-114 By ANTHONY MARTIN of "The Sunday Times" THE visit of a Russian Tu-114 to London, to carry Mr Roy Thomson's businessmen's party to Moscow, stemmed in a way from Flight International itself. In 1959 I worked for that journal's publishing company, and as a regular reader my memory of their description of the largest passenger-carrying aircraft in the world held gocd when 1 and my colleagues conceived this trip. A quick check to obtain the advice of my old friends and the operation staried. To organize the trip I was in Moscow prior to the main body, and was invited by Aeroflot to fly to London in the 114 when it came over to collect our party. Leaving Moscow at 6.30 a.m., two BEA directors and myself were the only passengers. In the vast cabin we rattled a little. On entering the Tupolev one's immediate impression is of a gigantic railway carriage, about 150ft long. Seat arrangements vary. The forward cabin seats 48 six-abreast with adjustable seats, providing ample leg-room by any standards. The second compart ment is designed as a dining saloon with facing non-adjustable bench seats for 48. Yet another area contains six small individual compartments seating six apiece, designed very similarly to a corri dor railway carriage. These compartments also have bunks. The rear saloon, similar to the front, holds a further 48, seated six- abreast. Variations of this particular layout can give an accom modation range of from 120 to 220 seats. In addition, a sizeable stairway in the centre leads to a downstairs corridor with ovens and refrigerators for the preparation of 180 meals; this is connected to a serving lift staffed by the stewardesses. In the tail is a cloak room with elaborate coat racks and hooks for 150 coats, plus four separate toilets and two large washrooms. Taxying was fast, using inner engines only. Take-off run was long, using full flap at London and half flap at Moscow. Rate of climb was very shallow. It was noticeable on the three journeys that the pilot cleaned-up the aircraft by retracting undercarriage and flaps very quickly indeed, to the concern of those of us who had done any flying. Cruising at 780km/hr TAS at 9,000m, the flight was smooth and noticeably free from bumps. Fairly severe yaw was noticeable in the extreme tail. Noise-level varied, being high forward of the 18ft contra rotating propellers but falling off to a pleasant low hum at the rear. Fittings in the aircraft were poor in design in comparison with western equivalents, but were entirely functional. Their solidarity and evident disregard to weight increased the Victorian railway carriage effect, but they were subject to vibration periods. Two pilots, a "navigating pilot" in a "bomb aiming" position, plus an English-speaking radio operator and flight engineer, a small relieving pilot crew, six stewardesses and a chef made up a total crew complement of 14. All three landings were interesting. On arrival in London on the Friday we broke cloudbase at about 500ft (well below the normal operational limits for the Tu-114) slightly off centre. Much to the astonishment of the BEA directors and myself, the pilot dropped the port wing and slipped into a one-bogie touchdown. The landing in Moscow—with full load, in the dark, with fresh snow on the runway—was very heavy, transferring a substantial jolt to the passengers. The captain was later reported to be none too pleased, and he made up for it on the return to London on Mon day. Despite another very low cloudbase his second landing in London was good and was greeted by his relieved passengers with a round of applause. It says a great deal for Soviet technology that this aircraft, developed from a bomber now several years old, is, in terms of range and passenger capacity, unequalled in the West. SEIZE THAT AIRCRAFT NEWS that Leeds/Bradford airport authorities are looking for the owner of a Bristol Freighter on which parking fees of £623 are owed raises wide questions of UK municipal airports' rights in these matters. It is learned that the Association of Municipal Corporations are asking the Minister of Aviation to give them the right to seize aircraft owned by companies who have defaulted in their airport dues. The airport committee of this association, chairman of which is Mr T. Regan of Manchester, says in a report that there appears to be no way of preventing the accumulation of charges other than the normal methods of rendering accounts and legal proceedings. Substantial amounts are often accumulated before steps can be taken to enforce settlement. The landing of aircraft cannot legally be prevented, and there is at present no "right of lien" which a local authority can exercise on an aircraft once it had landed. It is impracticable to expect a pilot or any other member of the crew to pay; airport service could be withheld, as a means of bringing pressure to bear, but such action would probably be detrimental to the reputation of the airport. So far as Ministry airports are concerned there is provision in the UK A ir Pilot for the Minister to have a lien on aircraft whose owner- are in default with their payments of landing, parking or accom modation charges. The effect of this is that the Minister has statutory authority for the lien, but this is not the case with munic - pal airport owners. Nor would it help them if they had a simik; right of lien incorporated in the Air Pilot, because the Minister -- right of lien is in respect of charges prescribed by himself. The municipal airports want the Minister to give them, either b statute or by order in council, the right of lien. Footnote The Bristol Freighter which has been at Leeds/Bradfor' for 12 months has had parts removed from it, according to the- airport commandant, Mr Geoffrey Seller.
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