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Aviation History
1964
1964 - 1739.PDF
958 FLIGHT Internot/ono/, // June lit* TWA are now putting into service the first of 16 Boeing 727s ordered in March 1962 AIR COM M ERCE . . designs appear likely to exhibit undesirable attitude and speed charac-teristics during approach, manufacturers' attention is drawn to the fact that such characteristics must be compensated for by providing verygood handling qualities for these designs in the low-speed regime; similarly, the take-off regime requires careful attention. It is considered,therefore, that manufacturers should do their utmost to improve the situation as much as possible. Stability and Control Augmentation The controllability and stabilityof the aircraft should be such that it is controllable in the event of any two failures occurring in a system. Service Life Because the capital investment in the SST will be verylarge, the airlines expect that the aircraft will be in use for at least 15yr. Therefore they believe the aircraft should be designed for a service lifein the neighbourhood of 50,0OOhr before the annual maintenance costs begin to increase significantly due to factors such as airframe fatigue. Structure and Material Testing There is serious need for immediateresearch leading to the development of accelerated methods for dynamic and thermal testing of materials and structure for the SST. The airlinesseek assurance^that this is being done under realistic conditions represent- ative of actual operations. Descent and Holding Speeds It is emphasized that airlines cannotcontemplate the use of special descent and holding procedures for the SST. Manufacturers should bear this fact in mind when consideringfuel requirements. Other areas of particular concern to the IATA Technical Committeerelating to SST design include the following:— Airport Characteristics If the SST is to enjoy extensive internationaloperations it must be capable of use at major airports all over the world. Consequently, while it is considered that the aircraft should havea minimum range capability of New York - Rome, the airlines feel manufacturers' attention should be drawn to the need for consideringthe characteristics of airports all over the world rather than airports in the North Atlantic region only. Prototype Flying The airlines emphasize the necessity for adequateprototype flying and proving of the aircraft's economics in order to estimate realistically the market for the SST. Supersonic Flight Simulators The airlines consider the airframemanufacturers should be responsible for development of an adequate supersonic flight simulator concurrently with the development of theSST, in order that the simulator should be available well before the time the aircraft is ready for airline service. Interior Design Airlines' requirements for interior layouts willnecessarily vary with regard to such features as toilets, galleys and seating arrangements. Therefore manufacturers must design theinterior of the SST on a modular basis in order to permit the maximum possible flexibility in meeting individual airlines' requirements. Standardization of Parts The airlines favour complete standardizationof parts, components and equipment-^or complete interchangeability of equipment—for any given SST design in order to reduce first costand to facilitate pooling. In this respect the manufacturers have a responsibility to facilitate the maximum degree of standardizationamong customers of their aircraft. Aerodynamic Noise Since considerable aerodynamic noise canoriginate from such concepts as variable geometry cockpits and from detailed considerations of windshield and door design, it is recommendedthat airframe manufacturers should pay particular attention to this matter. CONCORD CALENDAR CONCORD first flight will be in "late 1967" Gen Puget, chairman and chief executive of Sud Aviation, has told air correspondents in New York. Certification, he says, is expected in 1970 and commer- cial service in 1971, possibly as much as four years before the American SST. Original estimate of the Concord's first flight date was given as towards the end of 1966, with service in 1970. The programme appears to have slipped by about one year, although a considerably more developed Concord is now involved. Mr Julian Amery, Minister of Aviation, has also predicted that the Concord will be in service by 1971. Speaking in Canberra on June 1 he said: "With all the respect I have for American engineering I think it unlikely they will have their supersonic airliner in service by 1975 or 1976 at the earliest." Air Ferry Charges The recently announced (Flight International June 4, page 922) French airport passenger tax increases will not apply to vehicle air ferry services until mid-October. The millionth air-ferry vehicle was carried on June 6. Executive One-Eleven Hortens, the West German chain store, has ordered a BAC One-Eleven for transporting executives to and from its 46 stores in Germany. According to Herr Roland Busch, merchandising director, Hortens are paying £900,000 and will take delivery in 12 months. An F.27 is at present operated. VC10 Regularity By June 1 VClOs had flown nearly 738hr on 37 schedules; two schedules had been lost and 188 revenue depar- tures made. Of these 11 were delayed by technical faults, to give a delay rate of 5.8 per 100 revenue departures for the first 33 days of VC10 service. Only four technical delays occurred in the 78 revenue departures made in the last two weeks in May, a delay rate of 5.1 per 100 revenue departures. Aviation Forum is to hear Capt Peter Barlow give a paper on flight testing on July 7; a paper on August 4 about ATC developments by Mr A. R. Kirk, Ministry of Aviation; and on September 6 a paper on automatic landing by Mr W. McKinlay of Smiths. The meetings will take place at the Howard Hotel, Norfolk Street, Aldwych, London WC2 except for Mr Kirk's paper which will be presented at London Heathrow Airport. Visitors are welcome. Enquiries to the Hon Secretary, 6 The Crescent, Barnes Green, London SW13. 727 Centre Engine Asked about UK newspaper reports that the 727 as well as the Trident has suffered from centre engine surge, a Boeing spokesman in London said: "Some surging associated with the centre engine was experienced at an early stage in 727 flight testing but this problem was isolated and corrected long before the aircraft entered airline service. Boeing has received no reports of a recurrence of this trouble from 727 operators." A spokesman for Lufthansa said: "We have had no trouble."
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