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Aviation History
1967
1967 - 0920.PDF
Hawker Siddeley is keen to be convinced of the wisdom of going ahead with a S0j60-seat twin-turbofan feederliner. Shown for the first time is this under-wing jet layout BAC is assessing the market for an utterly simple general-purpose twin-Dart aircraft intended principally to accommodate two fully-loaded standard freight pallets PARIS: BIGGEST EVER... load range of 44,0001b over 1,200 n.m. at a gross weight of 176,0001b. BAC market research has revealed a significant interest in the air- craft by several One-Eleven customers, including some British IT operators. From Hawker Siddeley to the same BEA requirement is the Trident 3 and 3B, and a model of the latter version is on show. The Trident 3, a short-haul development of the medium-range Tri- dent IE, has a 174in longer fuselage, seats up to 146 passengers, and has a design range of 1,010 n.m. The Trident 3B has an RB.162 booster jet and a 1,230 n.m. design range. Russia's equivalent in this category, the 165-seat trijet Tu-154 of 2,000 n.m. range, has yet to fly; a model is to be seen in the Soviet static exhibition. The SST battle is now well and truely joined. Concorde is making a big impact at the show—both technically, with the considerable amount of equipment and heavy engineering components to be seen, and on the lay public by the sheer beauty of the aircraft as seen by the full-scale metal-skinned mock-up. At an eve-of-Salon presentation at Toulouse, Sud-Aviation were hosts to about 80 representatives of the world's press. The im- pression was gained that the scheduled first-flight date of the prototype 001 Concorde—February 28 next year—may only just be maintained. Monsieur Bernard Dufour, who is in charge of the Sud side of the Concorde programme, said: "In spite of quite great difficulties with some types of equipment and systems, normal in a programme of such magnitude, we hope to be able to maintain the original target date. But we are only nine months from that date, and the least additional trouble can cause delay." Target date for certification of the production Concorde is May 31, 1971, and some slippage in the first flight date could be con- tained within this timescale. The first British Concorde, 002, is about three months ahead of schedule, though it is similarly vulnerable to delays in the equipment and systems. The precise types of equipment and the manufacturers involved were not named. It is known that weight-growth is one of the most critical factors, though affecting the production aircraft rather than the prototypes. The production aircraft as well as the four prototypes are included in the Concorde flight-test. programme, according to details outlined by Monsieur Andre Turcat, who will pilot the Concorde 001 on its first flight. By the time certification is achieved (in May 1971) six Concordes will have a background of some 4,500hr flying. The two pre-production aircraft (which will incidentally have modified wing-tips) will fly in 1969, followed by two production aircraft in 1970. There has'still been no decision by the two Governments to sanction the construction of either the pre-production or the production aircraft. The Russian rival to Concorde, the Tu-144, is rumoured to be more or less on schedule, though Mr A. N. Tupolev was not in Paris to report progress and other representatives of the design group and from Aviaexport were unwilling to comment. It is still believed that the aircraft will fly this year. A large scale-model in the exhibi- tion hall is evidence of the considerable refinement since the first tentative design was revealed two years ago. The most significant changes are in the splitting of the engine intakes (see page 904) and in the wing planform, which is now closely akin that of Concorde. The caption to the model claims a 120-seat capacity, but the mixed- class layout shown has 100 seats (18 first-class two-and-one, 70 five- abreast, 12 four-abreast). There is no underfloor accommodation; all baggage is loaded in large section containers located in the aft fuselage. The captioned characteristics of the Tu-144 are: payload, 12 tons; 120 passengers and three crew; cruising speed, 2,500 km/hr (Mach 2.25 or 1,550 m.p.h.); range, 6,500 km (4,050 miles), take-off distance, 1,900m (6,160ft); landing distance, 1,500m (4,900ft). There is nothing new on the overall design, performance and status of the American SST—the Boeing variable-geometry design, of which there is a large cutaway model in the American pavilion, It is hard to believe that only two years ago, at the time of the last Paris Show, Boeing was only just getting down to considering the long-haul advanced technology subsonic jumbo airliner. In two-year's time the Boeing 747 should be on the eve of service. It is rather surprising that there is hardly any reference at the show to this most significant of entirely new transport aeroplanes. On the other hand, Douglas are planning to bring a DC-8 Super 61 to Le Bourget later in the week, and this will be the first time that any American transport builder will have participated with a long- range civil aircraft. True, the Lockheed-Georgia Company do have a StarLifter in civil markings but the sales potential of this air- craft is far more with military forces than with airlines. An RAF Transport Command VC10 is due to fly over during the display, probably being refuelled by an RAF Victor BK.la tanker. The Russians have, of course, brought the 11-62 for its second Paris Show. Six U-62s are flying and Aeroflot expects to begin regular service with aircraft in a month or so from now. The only entirely new long-range turboprop aircraft still being developed in the world—Antonov's huge An-22, code-named Cock—is at Paris for the second time, and indeed, played a leading role in getting the Soviet's static show to Paris, making several return trips in the process. Interviewed by Flight, Mr Oleg Antonov said that the aircraft was being developed primarily for freighting outsized loads, and that Aeroflot expects to make "four million roubles profit a year with each An-22". The 724-seat version with a longer fuselage is not to be developed after all. RACs Two-Eleven 208-seater (two Rolls-Royce Rb.2lls) to meet BEA's immediate requirement for a trunk route short-hauler is clearly related to the One-Eleven (foreground—the stretched Series 500 for BEA)
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