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Aviation History
1964
1964 - 1905.PDF
Flight International" copyright drawing This "Flight International" operators' drawing of the Lear Jet Model 28 was prepared from details contained in the manufacturer's technical proposci to the FAA I Pressure bulkhead; 2 Passenger door; 6 Emergency window or hatch; 7 Cargo doors; 8 Built-in toilet; 9 Electronic equipment; 10 Galley, pantry or buffet; II Main undercarriage well; 12 Nosewheel well; 15 Integral fuel tanks; 21 Folding entry stairs; 2V Electrical de-icing; 30 Seat rails; 34 Batteries; 35 Anti-skid device; 37 Captain; 39 First officer/navigator; 44 Gravity fuel fillers; 49 Oxygen containers; 50 Oxygen filler; 54 VOR; el ILS; 69 Booster pump access; 73 Taxi lamp; 90 External electrical supply; 110 Spoilers; 113 Steering angle; 123 APU access; 127 Window size (in); 131 Fuel tank vent; 133 ATC transponder aerial; 144 Flight recorder; ISO Pneumatic de-icing AIR COMMERCE . . . ATA operating cost formula these selling prices give aircraft dollar- per-mile operating cost figures over 200 mile stage lengths of 1.0, 0.94, and 0.92 respectively, the equivalent cents-per-seat-mile figures being 4.4,4.1, and 4.0. Ltir in Modal 28 yp Propgted local-service transport. PowerpUnt Two 4,2001b thrust General Electric CF700-2Bs. Dimensions Span, 64.5ft; length, 66ft; height, 19.9ft; wing area, 520 sq ft; aspect ratio, 8; taper ratio, 0.5; quarter chord sweep, 15°; airfoil section, 63i-2l2; track, 11.7ft; wheelbase, 25.3ft; approx length of passenger cabin, 28.4ft (flight deck bulkhead to cargo hold partition; max cabin width, 86m; aisle height, 73in. Weights Empty (including 2,3501b wing, 2.5701b fuselage, 6701b tail, 1,0001b nacelles, 8901b undercarriage, 3,2001b engines, 1,2201b furnishings), 11,3701b; basic operating (23 passenger version), 11,8101b; zero fuel, 16,3001b; take-off gross, 23,5O0lb; max landing, 22,3001b. Fuel Capacity 1,180 Imp gal. Performance Take-off dist to 35ft, 2,880ft; balanced field length ISA s.l., 3,840ft; all-engine rate of climb s.l., 3,3OOft/min; service ceiling, 37,000ft; max speed, 4IOkt at 20,000ft; economical cruising, 280kt at 20,000ft or 333kt at 36,000ft; ranges, see graphs; landing over 50ft, 2,500ft; FAA landing field length, 4,300ft; full flap stalling speed, 81 kt; min free air control speed, 74kt. BALPA BLOWS THE WHISTLE NEXT Wednesday, July 1, the British Air Line Pilots Association, for the first time in its history, expects to be supporting strike action by its members. Unless a settlement is reached in the meantime, some 450 pilots employed by nine independent airlines will be withdrawing their labour in support of a claim for pay and conditions equal to their contemporaries flying similar aircraft with BEA and BOAC. The dispute came to a head at the end of April (Flight Inter- national, April 24) when the independents allowed the agreement to expire whereby BALPA negotiated pay and conditions on behalf of its members. According to a BALPA statement, talks on salaries between the Association and the employers took place on an amicable basis during May and the early part of this month, and after a series of meetings the employers put forward proposed salary scales which were broadly acceptable to the Association. But the employers insisted that the offer depended on pilots accept- ing a form of agreement which BALPA says is quite unacceptable. A five-year salary freeze had been proposed by the pilots in response to the employers' request for some form of stability in the future, but the employers wanted a fixed agreement for five years and thereafter a 12-month notice of termination—in effect binding the pilots' negotiating rights for six years. The Association says it deeply regrets the inconvenience to the travelling public, especially since acceptable salary offers had been made. But to obtain the offer the Association would have had to give away its negotiating rights as a representative body—rights which BALPA say are the very foundation of its existence and which could not be traded for money. Coming just as the holiday season is getting into full swing, a strike could have extremely serious consequences for some of the operators affected. With something like 90 per cent of the total flying staff involved there will be almost complete curtailment of services. BUA, the biggest airline involved, has said that it expects to be able to maintain at least its scheduled services, which pre- sumably would be flown by the few non-BALPA pilots and management pilots. At the time of going to press there was no sign of from which direction a settlement might come, though it would not be surprising if some of the smaller airlines were to have some pretty urgent independent negotiations with their staff. TWA SUBSONIC AND SUPERSONIC IN an interview in New York last Friday with the air transport editor, Mr Robert W. Rummel, TWA's vice-president for planning and research, said that no final choice between the BAC One- Eleven or the DC-9 had been made. It is, however, believed that the "20 twin-jet transports" for which an order was announced on June 18 will without doubt be Douglas DC-9s. The 20 aircraft will be delivered starting in 1966 (seventeen) and 1967 (three). Mr Rummel said the choice was "a question of operating economics"; first cost was, after duty on the One-Eleven, not much different, and was certainly not of the order of $1 million more for the DC-9. This order is almost certainly the "go/no go" order for Douglas, who have been seriously concerned about the lack of firm orders for the DC-9. TWA have also ordered six more 727s, to bring the fleet up to 22 (five in service); and they have ordered seven more 707-33IBs to add to the five -331Bs, eighteen -131Bs, five-331Cs, fifteen -331s and twelve -131s already in service and to add to the five -131Bs and two -331Bs on order. Altogether this major TWA jet re-equipment and expansion programme will cost $162m. TWA also have four Concords on order. Of Mr Julian Amery s statement that the aircraft is four years ahead of the US SST (of which TWA have also ordered ten, including No 1), Mr Rumme! said: "It's too soon to know that." Asked whether he thought the SST would need a surcharge, he said: "As the aircraft now stands it appears it will not permit the offer of reduced fares. But we re low-fare people, and everyone said that the subsonic jets wouldn t be economic. I'm sure that refinements will be engineered into the SST to make it more economic."
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