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Aviation History
1964
1964 - 1904.PDF
FLIGHT International. 25 June 1964 1049 The Lear Liner STUDIES have now reached the stage where, the FAA announ-ced recently, a 50-man team has been chosen to consider thelocal-service DC-3 replacement proposals put forward by seven US manufacturers and two French companies (Nord and Potez). The team will include representatives from the CAB and the Defense and Commerce Departments. It will pick the best three designs and the FAA will award each a $lm contract for the pre- paration of detailed specifications to be submitted by November 1. Apart from the well-known French proposals, only two of the US manufacturers, Wagner and Lear Jet, have so far released details of their projects. In marked contrast to the rival turboprop Wagner W-18 jet-induced-lift project (Flight International, May 7), the recently revealed Lear Jet Model 28, powered by two General Electric CF700-2B turbofans, is an altogether straightforward design. Featuring a conventional 15" swept-back wing with single slotted flaps, the Model 28 has only a modest 4,000ft ISA sea-level field performance, and a conservative 380 m.p.h. cruising speed. For this reason, and with the organizing genius of William P. Lear behind it, the up-and-coming executive jet manufacturer's impres- sively detailed and well-documented design and development programme proposal rings very sound. Though the Model 28's proposed gross-weight airfield per- formance may fall short for "operating out of 3,000ft airfields" or the "60kt desirable stalling speed" as called for in the FAA's request for proposals, the design closely follows the other recom- mendations (Flight International, January 23, 1964). On the bonus side capacity pay load-stage length performance, over 1,000 miles, was chosen in preference to the 600 miles requested on the grounds that it ensures the latter figure is achieved under hot and high take-off conditions; also it makes the aircraft suitable for a wider range of charter operations. In its general conception the Model 28 is very similar to the Hawker Siddeley 136 and the Short PD.65, although these twin- 5,0001b thrust turbofan-powered British projects are designed for world markets rather than the FAA requirement. They are conse- quently larger and have seating capacities for around 30, maximum stage lengths of about 1,200 miles, and DC-3 type airfield per- formance. Lear are proposing to the FAA that if a decision to proceed is taken this year, the first Model 28 could be flying in March 1966, certification to be completed a year later, and deliveries to begin in mid-1967. On the all-important subject of operating cost, the estimates are based on three quoted selling prices for the aircraft according to the number of units over which fixed investment is amortized. The prices, with numbers involved in parenthesis, are: £373,000 (100); £310,000 (200); £290,000 (300). Based on the 1960 sooo 45OO 4OOO 35OO 3000 i J2SOO J2OOO • 15OO " 1OOO - soo - o r ISA STILL AIR CAB 4 b RESERVES WITH 2OO n.m. DIVERSION CRUISE M'O-59 AT 36,OOCft Left, payload range perform- ance of the Model 28 4O o 400 eoo 1200 16OC 2000 Right, design speed envelope NAUTICAL MILES of the Model 28 GROSSwt23,000 Ib O69 Vmax 4IOkt. Vmax 383ktJ ( O-58) ' 3OO 4OO CARGO Walk-on baggage stowage, a cargo door as wide as the hold, and a 33in seat-pitch should make the Model 28 easy to load and comfortable to fly in. A high-density 26-seat layout is oho proposed II ; PASSENGERS
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