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Aviation History
1963
1963 - 0620.PDF
594 FLIGHT International 25 April 1963 The fourth de Havilland Trident is engaged on flight development work, for the Trident IE, and has a fixed temporary leading edge slot to determine the correct profile and gap. Four Tridents have now flown some 750hr, in the course of which the high-speed handling and f utter programme has been successfully completed. Mach numbers of 0.9 in level fight and 0.96 in a shallow dive were achieved without trim change AIR COMMERCE . per cent to 2.7 per cent. This rough estimate is calculated on pro visional traffic results and on the assumption that the corporation's average cost per ctm and revenue rate have not changed. One reason for this disappointing result has been the failure of passenger traffic to increase at the same rate as capacity offered. Nevertheless, passenger traffic did increase by 11 per cent which, in the words of the chairman, Lord Douglas, was "as usual well above the average for the industry." For a matching of traffic to capa city, BEA needed nearly five million passengers. This would have achieved a load factor of 62.1 per cent—a increase of 0.8 of a point over the 1961 figure of 61.3 per cent. In actual fact the passenger load factor remained almost constant at 61.2. Total BEA traffic during the year was up to 12.5 per cent because of the encouraging growth in freight and mail business. Writing in the current issue of the BEA Magazine, Lord Douglas says that the corporation is planning a "substantial profit" during the current year, but quotes examples of how items beyond the airline's control, such as property revaluation for rating purposes, can up set the financial budget. In a year when the corporation is intro ducing an important and advanced new piece of equipment such as the Trident, it is inevitable that unforeseen expenses should arise, but nevertheless Lord Douglas dismisses the problem of constantly rising cost as nothing new to BEA, and re-affirms his confidence that despite all the difficulties the corporation can once more achieve a profit this year. BEA 1962-63 (Provisional) Capacity con-miles Load ton-miles Revenue load factor Passengers carried Passenger-miles Passenger load factor Freight ton-miles Mail ton-miles Aircraft miles Revenue hours Year ended March 31, 1963 321,900,000 190,100,000 59.1 per cent 4,907.000 1,714,200.000 61.2 per cent 19,136,000 4,913,000 37,368,000 160,000 Year ended March 31, 1962 282,038,000 169,033.000 59.9 per cent 4.393.378 1,550.232.000 61.3 per cent 16,355,000 4,091,000 39,465,000 176,821 Variation per cent + 14.1 + 12.5 -1.3 + 11.7 + 10.6 -0.2 + 17.0 +20.1 -5.3 -9.2 Longest range with full load at 33,500ft; 3,595 miles (3,125 miles) Fuel capacity: 58,700 litres (58,500 litres) Max authorized take-off weight: 114.7 tons (111.6 tons) Fuel consumption per hour at 30,000ft: at M = 0.8 6,700 litres (7,200 litres) at M = 0.83 7,200 litres (7,900 litres) The fuel consumption at extended range is 6 per cent lower and the payload on legs of critical length is now considerably in excess of the figure promised. Iraqi Airways 720B Order has, according to Interavia, been can celled. The airline had signed for two Boeing 720Bs, but has again invited offers from manufacturers of jet transports. DC-9 Price The SBAC weekly news letter quotes the price of the DC-9 as $3.1m compared with $2.5m for the BAC One-Eleven. A Douglas official is quoted by Aviation Daily as claiming that the DC-9, compared with the BAC One-Eleven, has "a bigger payload, more seats, more cargo space, faster rate of climb and cruise, bigger windows, wider seats, more cabin headroom, bigger cargo doors, and shorter take-off." TEAL's New Jet Tasman Airways are due to make their recom mendation to the New Zealand government for the purchase of new jet aircraft by the end of April, according to the company's general manager, Mr F. A. Reeves. The order will be for three aircraft—707s, DC-8s or VClOs—for service in time for the opening of Auckland's new international airport at Mangere in 1965. Fifth VC10 Flies G-ARVE, fifth Vickers VC10 off the Weybridge production line, and the fourth standard aircraft for BO AC, made its first flight on the scheduled date of April 15. This is the air craft incorporating the modified engine nacelles (Flight Internatienal March 28, page 425-426). Incidence of the nacelles has been in creased 3° and the struts extended 1 lin per side. WORLD'S FASTEST AIRLINEJR? SWISSAIR believe that their Convair [990As are faster than any airliner in service or intended for service. Modifications to two of the airline's seven 990s to bring them up to 990A standard have now been completed and experience has, they say, confirmed that these modifications have made the aircraft "the fastest air liner in the world." The airline issues the following data for the 990A with comparative figures for the modified aircraft: Max cruising speed at 20,000ft at standard temperature (—25C°): Mach 0.88 (M = 0.85) Most economical cruising speed: M = 0.8 (M= 0.78) BOAC and BEA Trooping Applications by BOAC and BEA to carry troops on scheduled services (see "Battle of the Troops, Flight International, April 4) have now been published by the ATLB. BEA are asking for a tariff one-third of the appro priate LATA fares on scheduled services from points in the UK to Malta, Nicosia and points in Germany. Gibraltar is not included. BOAC are requesting reductions of 50 per cent on one way economy class fares westbound to the UK from Singapore and Hong Kong, and 26J per cent on services eastbound from London to these points. Reductions of 40 per cent on the equivalent economy class one-way fare are sought on scheduled BOAC services linking the UK with Tripoli, Bahrein and Doha.
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