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Aviation History
1967
1967 - 0689.PDF
FLIGHT International, 27 April (967 673 Ini-Spaci trdman Tool & Engineering's Model 8037 i-Space first-class double luxury chair IASSENGER SEATS . . . n production for BEA, incorporates adjust- ible rear tables to facilitate accommodation o changes in pitch between the two classes. Juantity production will be starting shortly in similar units for the Corporation's rident 2Es. Flight Equipment convertibles iave also been ordered by Ansett/ANA and AA for their Boeing 727s and DC-9s. The company's output—from two fac- orjes—includes several other types of seatjeside convertibles. Notable among these K first-class doubles for BOAC, EAA and ihana Airways VClOs. BEA has received rident tourist seats, and first-class equip- nent for Comets and Viscounts. Viscounts iperating in Germany have recently been itted out for four-abreast seating to pro- ide competitive first-class comfort at ourist pitch. Tridents for Pakistan, Kuwait and Iraq have also been furnished iy Flight Equipment. A new design, first displayed at Farn- mrough last year, is the "Flitemaster"— he triple tourist seat for the Trident 2E, mt equally suitable for high-density seating any airliner. This is a lightweight unit itted with hydraulic-recline backs in either oft or shell-type trim. Although designed or 30in to 32in pitch, the "Flitemaster" s considered to provide adequate comfort 28in if desired. An even lighter high-density double seat, i production for the Britten-Norman slander, has been designed for comfort ithout refinements at pitches down to 8in. The Islander's four 201b seats can be uickly removed and folded for stowage n the rear luggage platform, thus leaving ie cabin space free for freight, but with he seats still to hand for the return flight. light Line Corp, 8330 San Fernando Road, «" Valley, California 91352, USA Flight •me produce two basic types of airline at. The Model 2620, although designed primarily for the Boeing 700 series will, after minor modifications, fit other com- parable aircraft. Tourist triple and first- class double versions are available with the same styling, and a fully equipped triple weighs 831b. Single-beam construction is used for the base frame. Individual reclin- ing backs also break forward and legs folds inwards for convenience of stowage. The Model 4000 is a non-reclining con- vertible seat with a single-piece back, designed for short-haul jets. Ashtrays are incorporated in the backs, and conversion from triple layout to double, and vice versa, is achieved simply by re-arranging inter- mediate armrests. Hardman Tool & Engineering Co, 1845 South Bundy Drive, Los Angeles, California 90025, USA Following war-time manufac- ture of crew seats, the immediate post-war business of supplying passenger seats for converted military transports led to the com- pany's first airline contract in 1948, when Hardman received an order for new seats from KLM. Steadily increasing airline cus- tom, Boeing and Douglas contracts for 707 and DC-8 standard equipment, and execu- tive and military sales, have since raised Hardman's output to the top level among the world's seat makers. Seat designs display the attention given to component interchangeability between models and to versatility in service. Current examples are the "Uni-Space Cargo Conver- tible"—a fold-flat model designed for quick- change conversion; the brightly styled de luxe 8037 first-class "Uni-Space" which is illustrated on this page; and the "Com- muter"—a bench-type convertible designed for short-haul routes. Claimed as the last word in versatility and comfort at 32in pitch, the new "Uni-Space 9500" (due to be unveiled at Paris next month) is a "Unitised, all-in-one chair" designed to accommodate all fare-classes in a single basic model, on short- or long-haul routes in either airbuses or jumbo jets. One of the 95O0's many novel features is a detachable centre headrest (on the triple version), which is designed to serve alterna- tively as a plastic-topped dividing table when fitted on an unoccupied middle seat cushion. The company's most recently announced order is for five-abreast seating and lounge furniture approximating to first-class stan- dards of spaciousness, for Piedmont Air- lines' six 85-seater Boeing 737s. Radford (Sales) Ltd, Harold, 122-124 King Street, Hammersmith, London W6 (tele- phone. Riverside 8831) Harold Radford (Sales) has recently been formed to develop Microcell aircraft, marine and hovercraft SST seating: a special version of Rumbold's Slimline seat as pro- duced for the tourist-class cabin in the Concorde mock-up at Filton seat patents—in particular, the "Travellite," a single-beam-construction, ultra-lightweight, economy-class seat, built in reclining double or triple versions. The company supplies replacement parts for all Microcell seats, and specialises in refubrishing seats of any make. Production facilities include vacuum forming, machin- ing and light engineering. Advanced designs and methods of construction are under development. Rumbold & Co Ltd, L. A., Albion Works, Old Common Lane, Willesden Junction, London NW10 (telephone, Elgar 4802) Rumbold can justifiably claim to be one of the world's longest-established and most experienced manufacturers of airline seating, and also one of the largest outside the United States. Their first airline order was in 1932, for tubular-framed chairs for the H.P.42s of Imperial Airways. Today, 35 years later, the company's activities cover a wide range of seats and furnishings for civil and mili- tary aircraft, helicopters and hovercraft, with an order book worth £i million and more than 80 per cent of output destined for export. Comfort and a smart, attractive appear- ance have always been features of Rumbold passenger seats and, more especially, their luxury chairs for business and corporate aircraft. Mr Alan Jacobs, the chief designer, worked for many years with Mr Charles Butler, with whom the company co-operates closely on a number of interior furnishing projects. Notable among these projects at the moment is the Concorde mock-up at Two approaches to the convertibility problem: Left, latest version of Flight Equipment & Engineering's BEA convertible seat designed for 34in to 38in pitch, illustrating the method of conversion from triple to double arrangement by use of a split centre-back. Right, Flight Line's solution (the Model 2620 for Boeing 700-series aircraft) has a fixed single-piece back; the two inner armrests are lifted and the centre backrest lowered to form a single wide armrest between two seats
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