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Aviation History
1964
1964 - 1765.PDF
980 FLIGHT International, II June 1964 An 8ft x 8ft rail I road I air freight container 40ft long being loaded aboard a StarLifter during trials at Lockheed's Marietta factory VISIT TO GEORGIA... Most cargo is now to be carried in palletized form, so that the volume and shape available for pallets determines the useful capacity of the hold. Lockheed shelved the L-300A and are now discussing the exact characteristics of a "plugged" version with additional fuselage bays to extend the freight volume. While the final specifica- tion of the L-300B is not yet decided—there have been at least 12 configurations during the past year—a firm decision, based on detailed and extensive market research, will be taken as soon as possible to fix a single version suitable for all potential customers. Slick and Flying Tiger have already signed contracts and paid deposits for a total of 12 of the eventual L-300B. Slick's four air- craft alone would be able to carry half of all the air cargo carried in the USA last year, and the traffic potential of just these initial orders is therefore very considerable. Partly because Lockheed realize that the freight market is not yet ready for such capacity, partly because there are few available openings in the production line and partly to allow for some C-141 operating experience to accrue, first deliveries are not scheduled until 1967. But Lockheed are convinced that they have now passed the hump and can offer an unbeatable freighter allowing for direct loading from road vehicles of truck-shaped loads with, in addition, space and weight capability for cargoes of exceptionally low or high density. Studies by the major airlines indicate that the L-300B will prove 35 to 40 per cent more econ- omical to operate than any existing freight aircraft, despite rather higher operating costs in terms of fuel consumption and main- tenance. Pratt & Whitney have just confirmed increased power and better s.f.c. for the TF33-7 engine. Following bitter experience, Lockheed set the price of the C-141 at $6.1m to break-even on the first firm USAF order. With a second order already in negotiation, the price is likely to drop. Freight packaging is a major problem at the moment, and one on which Lockheed hoped to see some fairly definite results from the Montreal forum last month. They have much to offer in reducing the "loss of cube" of present tubular cabins. There appear to be two main avenues of progress. First, a standard pallet system might be developed; and, secondly, a standard format of van container in variable lengths, suitable for universal carriage by air, road, rail or sea might also be determined. While pallets are the main present method, they have to be packed at the airport and provide a further opening for all the usual freight-shipping risks— damage, pilfering and so on. The vans, in 10, 20, 30 and 40ft lengths of standard cross-section, could be packed by the manu- facturer and sealed, requiring no trans-packing until final delivery. As for the choice of pallets, there are the obvious extremes of the USAF 463L long-life, heavy pallet and the light throw-away models designed for only one journey. The only reasonably universal measurement seems to be a length of 88in, and the original L-300B "plug" was a 270in insert to accommodate three more such pallets. For reasons of jigging and frame spacing, the "plug" has now been increased to 23.3ft (nearly 280in), of which 180in would be forward of the wing and lOOin aft. The 463L pallet is 88in long by 108in wide, and weighs 2501b. It is combined with a 9g cargo net weighing 971b. A civil pallet might measure 88in long by 122in wide and weigh 1501b, plus 501b for a l$g net on each pallet and 3701b for a crash barrier at the forward end of the cabin. The standard American commercial lorry width is 96in, from which one subtracts 6in for the body structure and 2in for side clearance to arrive at a maximum load width of 88in. The L-300 has a maximum usable floor width of 123in. This compares with 118in in the C-130,120in in the CL-44 and 125in in the Boeing 707 and Douglas DC-8. American trucking companies are now in the process of trying to obtain approval for wider standard trucks. The L-300's freight floor is 50in off the ground, compared with truck-bed heights ranging from 46 to 52in. Its internal height is 9.1ft with, of course, a constant rectangular section over its whole length. This last feature is one of its unique qualities in the commercial market. In any case Lockheed are now convinced that they have a saleable product and, having already systematically aroused the interest of both US domestic and foreign operators, collected and collated their opinions and tailored the L-300 to them, they are launching con- fidently into what promises to become a major market during the next few years. But because the market has not yet quite matured, they are in no hurry and are not prepared to issue completely firm figures until they have got 70 per cent through their present flight- test programme. They will not base an extrapolation on an un- certain foundation, because they might find themselves improving what does not in fact need improvement. Lockheed sales teams have systematically briefed all the major operators, given them all possible figures and asked them to ascertain, according to their own methods, the desired operating character- istics. They have taken the resulting figures and processed them by IBM digital computer to derive the essential requirements of the major potential customers. Slick Airways paint scheme on a model of the stretched L-300B An interesting possibility has resulted. Not surprisingly, Lock- heed are proposing to the USAF a military equivalent of the L-300B. While the Air Force has yet to complete the inevitable cost/effectiveness studies, Lockheed are convinced that they can derive real benefits from such an aircraft. Carrying normal C-141 loads it would retain the short field-length originally demanded, but it would also be capable of carrying much greater payloads from longer fields, and it would offer the volumetric capacity and increased floor-space required for the carriage of vehicles. Low- density vehicles form a considerable part of the divisional equip- ment which the USAF must accommodate when a division is flown overseas. If the Air Force accepted the "stretched C-141" proposal, they would cover most of the development costs and the price of ine civil L-300B could be commensurately reduced. Furthermore, Lockheed say they have elicited considerable interest in Britain, Germany, France, Australia and South Africa in the possibility of L-300Bs operated by the national airline, but available for use by the air force in times of emergency—a very economical way of maintaining heavy airlift capability for emer- gencies. Reading between the lines, some positive developments seem quite likely. The first "plugged" L-300B which Lockheed proposed to foreign operators, had a palletized freight volume increased from 6,345 to 8,268 cu ft, corresponding total bulk cargo volumes being 9,196 and 13,751 cu ft. Maximum ramp weight was increased from 318,000 to 380,0001b, and fuel load was increased from 150,000 to 172,0001b Continued on PW* **'
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