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Aviation History
1963
1963 - 1648.PDF
458 FLIGHT International, 12 September 1963 The Caravelle ... cargo capacity. However, the series as it is today is formidable enough. Automatic Landing One of the immediate advantages which Sud- Aviation can offer with the Caravelle from this September is the provision of the Lear/Sud system of automatic landing. Sud have two years' experience of flight testing it, and recently their adver tising campaign has been pushing it hard. During the next few years constructors are going to have to pro vide automatic landing equipment with their aircraft because, even though on a world average only 2 per cent of flights are cancelled annually, this extra 2 per cent of revenue is often the difference between a profit and a loss. Sud-Aviation's original prototype has been testing the Lear sys tem, and since last December a Caravelle VIN, No 143, has been testing the Smiths Simplex, though this will soon be modified to Multiplex. The difference between the two systems is great. The Smiths system is self-contained. The Lear system, however, makes use of existing equipment (that is, the Lear autopilot already fitted to all Caravelles) and the extant ILS. To the ILS at Toulouse Blagnac Sud have added a directional localizer which enormously increases its precision. In the cockpit certain extra instruments are necessary, notably an auto-throttle, radio-altimeter, anemometric translator, and an IWS (instantaneous vertical velocity sensor). These bring the aircraft from its initial contact with the ILS, when 25 miles away, right down to the levelling-out, without the pilot touching anything. Speed is automatically controlled and the glide-slope is denned to within 50ft and the touchdown to within 10ft laterally. However, the Lear system has only one channel, and no registra tion board is going to do more than lower the minima a little when there is no stand-by channel in case of breakdown on approach. On the other hand, the Multiplex three-channel system weighs around 1,0001b and there is just not the space to put it in a Cara velle without reducing payload. Nevertheless, Sud claim, like all manufacturers, that nil-visibility landing will be certified in three years' time and that meanwhile they can give both aircrew and ground control personnel experience in the operation of their system in fair weather. Airline Impressions In service the Caravelle has proved itself thoroughly reliable, with none of the major snags which have plagued several recent aircraft. Its accident rate is claimed by Sud to be the best for any modern aircraft, except the Britannia, and this is reflected in lower insurance premiums. Only five Caravelles have been written off out of 140 delivered so far. These were a SAS aircraft at Ankara in January 1960, an Air France at Rabat in September 1961, a Varig at Brasilia also in September and, last July, one of Aerolineas Argentinas at Cordoba; and, of course, one of Swissair at Duerrenaesch on September 4. Four others have suffered serious damage in accidents but have been repaired and returned to service—three of Swissair in landing acci dents and one of Air Algerie in a mid-air collision. It is interesting to hear why a small airline like JAT (national air line of Yugoslavia) ordered the Caravelle. They were offered the Caravelle, Comet, Electra, BAC One-Eleven and Viscount, among other aircraft. They chose the Caravelle because they felt (and still feel) that it is a proved, reliable aircraft for which a technical pool and spares are available throughout Europe. It is modern, yet simple enough for their maintenance—a most important combina tion. It is the right size, according to their forecasts, for five years to come, and its payload/range, and profit/loss guarantees were the best for JAT's European routes. Finally, some of its American equipment, notably the air-conditioning, is similar to that fitted to their Convairliners. The company's reasons are similar to those of many airlines in Europe and South America. It has a highly impressive record; but, nevertheless, the Caravelle now has competition, where none existed five years ago. The Caravelle cabin is cramped; its diameter is the same as that of the Comet which was designed in 1946-47 (because Sud-Aviation bought from de Havilland a completely equipped Comet nose and attached to it their own fuselage). The cockpit and luggage holds are also small by modern standards. The Trident offers consider ably greater speed and, if the aircraft is filled at reasonable load- factors, lower operating costs: it is designed from the outset for the bulk and weight of multi-channel automatic landing; it has more modern services and safety, not least because it has three engines. Most important of all may be the fact that, once the Trident and 727 enter service in February 1964, today's prestige-conscious traveller will want to boast that he has flown in them. Yet there is still much that Caravelles can offer. Twenty-one air lines are operating them today and therefore 21 airlines will want to avoid, if possible, the expense of a major change of spares and equipment which switching to a Trident, 727 or One-Eleven would mean. This can involve one-third of the capital cost for a small fleet of aircraft. Airlines are satisfied both with the Caravelle and Sud-Aviation's service, and the public knows and likes the aircraft, Not least, the Caravelle Super at £1 Jm is considerably cheaper than the 727 at well over £ljm. Conclusion There is no doubt that nationalization has benefited Sud. All the factory buildings are large, modern, well-equipped and impressive. There are none of the "temporary-permanent" shacks that are so depressing in England. In many ways the administration of Sud is go-ahead. All section leaders and departmental heads are now bound to learn English regularly. There are also free English lessons after work for anyone who wants them, with free transport home. There are holiday camps in the country for employees and their families, and in the bright modern canteen one can get a really excellent five-course meal, including wine, for the equivalent of 3s 6d. The workers now have four weeks' holiday with pay. Few such features of in dustrial life are known in England—how many British factory workers attend French classes? Sud-Aviation is certainly an impressive firm, but the Caravelle must stay in production for four or five years .yet until the Con corde enters series production. Like four other manufacturers, Sud await with considerable interest the short-haul buying spree which appears to be just beginning. "The assembly line . . . is impressive, spotless * clean, full of aircraft and fast moving • interior scene at ToulousefBlagnac
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