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Aviation History
1967
1967 - 1321.PDF
1006 FLIGHT International, 14 December (9671 AIR SAFETY SAVING THE RECORD (continued from page 1003) inherently buoyant, it floats indefinitely on water, and does not penetrate snow or other soft surfaces. Although it has never been the intention of the British authorities to introduce retrospective changes to legislation, without very strong reason, before 1970, it can be assumed that some revisions will be introduced in two years' time. The Board of Trade will no doubt be considering the third stage of legislation during 1968. All the British recording systems have, as recommended from the beginning by the Ministry of Aviation, been built with adequate expansion capacity to allow for the introduction of additional mandatory parameters. More attitude and rate measurements, control positions and some engine values may be among those next recommended for inclusion. Also, stiffer crash-protection requirements seem likely, to bring the British specification into line with the FAA's TSO-C51a; and further consideration will probably be given to alternative means of recovery by ejection and location. Another requirement might be for more universal read-out compatibility between the! various systems now in use. There is no doubt that British ADRs have already proved! their worth in commercial service, even though, in one or two! instances, the recorded evidence did no more than confirmj what was already apparent to the investigators from other! sources. Flight recorders have probably been of most value of far in helping to unravel the circumstances of the BAC One-1 Eleven prototype disaster on October 26, 1963 (20 months! before ADRs first became mandatory), and of the BEA| Vanguard crash at Heathrow two years later. Accidents apart, a vast amount of flight-recorded data has! been accumulated during the past two years (excluding Cadrapj recording). It is now the Board of Trade's concern that the! benefits of this valuable store of information should not bel lost—through lack of economic means of processing—to flight! safety in general; and to licensing and airworthiness authorities,] and manufacturers and operators in particular. DETECTING CLEAR-AIR TURBULENCE WHAT ARE DESCRIBED as "very encouraging" results havebeen reported for a clear-air-turbulence (CAT) detection system, using changes in infra-red radiation, with which initial test flights were made last summer. The second stage in the full test programme began last month with equipment installed in a Pan American 707. The system, developed by the Autonetics Division of North American Rockwell, senses the changes in infra-red radiation which are characteristic of CAT. It is believed to be the first airborne equipment which is capable of detecting the turbulence early enough for action to be taken. The system is designed to give crews four minutes' warning. Initial tests, covering a flight time of 145hr, were conducted last year with a USAF Boeing C-135 (707); the second series of tests in a Pan Ameri- can 707, made during May and June this year on normal passenger-carrying services, added another 70hr of test data; and the latest tests, again on scheduled services, are expected to total 140hr and to continue until the end of February. The US Government and industry have been engaged in extensive studies of the CAT phenomena and many ways of] locating or predicting it are under investigation. The use of] airborne radar and laser beams have been tried, but none has! provided a practical solution—though some initial success has! been reported with the use of microwave radar. A National! Committee for Clear Air Turbulence was established in 19661 under the US Department of Commerce to study the problem.! Autonetics' technique is based on evidence that changes inj radiation are characteristic of clear-air turbulence and turbu-j lence in cirro-stratus clouds. The system has three parts: a I sensor, an electronic data processor, and an indicator or display! for the pilot. A sensing device, mounted in a fairing on topi of the aircraft, detects infra-red radiation changes. The sensorj has a 1^° vertical field of view and scans through a horizontal! angle of 90°. The signals from the sensor are processed by anj electronic data-analyser unit in the radio rack of the aircraft! and information is transmitted to a simple indicator on the! pilot's instrument panel. This tells the pilot when turbulence] can be expected in his flight path. Date 15. 8.59 27. 8.59 19.10.59 19. 1.60 20. 2.60 23. 5.60 16.12.60 19. 1.61 28. 1.61 15. 2.61 24. 4.61 30. 5.61 II. 7.61 27. 7.61 12. 9.61 28. 9.61 23.11.61 4.12.61 21.12.61 1. 3.62 25. 5.62 3. 6.62 22. 6.62 7. 7.62 19. 7.62 21. 8.62 27.11.62 12. 2.63 20. 3.63 30. 5.63 3. 7.63 28. 7.63 4. 9.63 SUMMARY OF Aircraft B.707 Comet 4 B.707 Caravelle Comet 4 Convair 880 DC-8 DC-8B.707 B.707 DC-8 DC-8 DC-8 B.707 Caravelle Caravelle Comet 4 B.720B Comet 4B B.707 B.707 B.707 B.707 DC-8 Comet 4C DC-8 B.707 B.720B Comet 4C Convair 990 Caravelle Comet 4C Caravelle PREVIOUS TOTAL-LOSS JET Operator American Aerolineas Braniff/Boeing SAS Aerolineas Delta United Aeronaves American Sabena AL KLM/VIASA United Air France Air France Varig Aerolineas Lufthansa BEA American Continental Air France Air France Alitalia UAA Panair Varig Northwest King Saud American Aerolineas UAA Swissair Fatalities Pat* 1 35 77 61 47 16 71 40 20 87 37 122 102 85 18 14 80 35 9 5574 Crew 5 1 4 7 4 7 4 6 II _ 14 6 12 3 7 8 8 810 9 8 1 17 8 9 8 6 ACCIDENTS Date 6. 9.63 22.10.63 29.11.63 8.12.6325. 2.64 22 3.64 7. 4.64 17. 4.64 15. 7.64 23.11.64 27. 2.65 20. 5.65 1. 7.6516. 8.65 13. 9.65 17. 9.65 9.11.65 11.11.65 25.11.65 24. 1.66 4. 2.66 15. 2.664. 3.66 5. 3.66 3. 6.66 1. 7.66 4. 7.66 6. 8.66 13. 8.66 26. 8.66 4. 9.66 2.10.66 15.11.66 (Complementing Aircraft Caravelle One-Eleven DC-8F B.707DC-8 Comet 4 B.707 Caravelle B.720B B707 Convair 880 B.720B B.707B.727 Convair 880 B.707 B.727 B.727 DC-8 B.707 B.727 CaravelleDC-8 B.707 Trident Trident DC-8 One-Eleven DC-8 CV880 Caravelle DC-9 B.727 table on page Operator Panair BAC Trans-Canada PAAEastern Malaysian PAA MEA Lufthansa TWA JAL PIA ContinentalUnited TWA PAA American United Trans-Caribbean Air India All Nippon IndianCPAL BOAC Hawker Siddeley Kuwait Air NZ Braniff Aeronaves JAL Indian West Coast PAA 1000) Fatalities Past — Ill 7351 — — 42 _ 45 — 106 24 — 21 53 43 — 106 126 254 113 — —— — 37— —— 13 Crew __ 7 7 87 — — 7 3 5 —* 13 ™" 6 ~~ 9 5 •— —" It 7 in10 11 A 2 A4 6 r0A r 5 •35
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