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Aviation History
1967
1967 - 2255.PDF
850 FUCHT International, 23 November 1967 Up to 36 passengers can be accommodated in the amphibious Canadair CL-215 COMMERCIAL AIRCRAFT SURVEY . . . CANADAIR Canadair Lid. PO Box 6087, Montreal, Quebec, Canada. Canadair CL-215 It was at the 1965 Paris Show that Canadair first revealed its ideas on a general-purpose amphibious aircraft. Water-bombing applications figured largely in the original scheme, but the design underwent considerable development to fit it for a wide range of tasks including air-sea search and rescue, general freighting and commercial passenger-carrying. The first prototype is about to fly, and plans are in hand to build a batch of 30. For utilitarian and practical reasons the CL-215 is powered by two well-proven and robust Pratt & Whitney radial piston engines. The fuselage is unusually capacious for an amphibian, and great care has been lavished on detail design to cater for the exacting demands of the many expected applications. The hull is designed for open-sea operations. Feeder route operators in remote areas where rivers and estuaries are more common than clearings are going to be very interested in this aircraft. CL-2I5C Data Powerplant: two 2,500 b.h.p. (for take-off) P&W R-2800 83 AM2 piston engines. Dimensions: span, 93.9ft; length, 63.5ft; height (on land), 27ft; wing area, 1,080 sq ft; wheel track, 17.3ft; wheel- base, 28.7ft. Weights (land and water); take-off gross, 41,3001b; max landing, 39,5001b; max zero fuel, 39,0001b; equipped empty, 28,1601b (32-seater, quick-change), 27,0301b (cargo, quick-change), 26,0301b (all cargo). Accommodation: see accompanying cabin plan; max seating, 36 passengers (four-abreast, 31-in pitch); all- cargo volume, 1,320 cu ft; no pressurisation. Fuel capacity: 903 Imp gal. Performance: FAR take-off field length (ISA, s.L, g.w.), 3,300ft; take-off distance from water (ISA), 1,800ft; FAR landing field length (ISA, s.L, max land wt), 2,600ft; landing distance on to water, 850ft; max cruise speed, 163kt at 5,000ft; long- range cruise speed, 129kt at 5,000ft; max payload-range (ISA, still air, no reserves, long-range cruise), 6,4001b over 1,000 n.m. (passenger version), 11,8001b over 400 n.m. (cargo); full-tanks pay- load range (same conditions), 5,0001b over 1,250 n.m. (passengers), 7,5001b over 1,250 n.m. (cargo). Price: $900,000 (£320,000). B3mX36m 48mX36m 6lnX18in 26inX19in 65/nX36'm 36mx,36in '• SEBBBBBBI LfflBOa No changes are made to the interior of the well-known Convair 340/440 series by the substitution of Dart power. The high-density layout shown is for 56 passengers CONVAIR Convair Division of General Dynamics, PO Box 1128, San Diego, Calif 9211, USA Telephone: 714 296-6611). Dart Convair Conversions The first turboprop conversion of the popular piston-engined Convair 340/440 series that appealed to commercial operators involved the installation of the 3,750 e.s.h.p. Allison 501-D13. This aircraft was known as the Convair 580, and the American local-service carrier Frontier was the first to embark on a conversion programme; the first of four of its 340s were modified in January 1964. In November 1964 Convair announced details of a scheme to use the 3,025 e.s.h.p. Rolls-Royce Dart 10 as the basis for the conversion of the whole series of Convairliners. The idea was popular with local operators during 1965, over 30 air- craft being converted for five airlines. The demand has decreased to some extent, but the conversion is still offered. A converted 340 is known as the Convair 640, and it is to this version that the follow- ing data apply. j Convair 640 Data Powerplant: two 3,025 e.s.h.p. Rolls-Royce RDalO. Dimensions: ] span, 105ft 4in; length, 81ft 5in; height, 28ft lin; wing area, 920 sq : ft; wheel track, 25ft; wheelbase, 26ft 2in. Weights: gross, 55,0001b; max landing, 52,5001b; zero fuel, 50,0001b; equipped : empty, 32,0001b (56-seater). Fuel capacity: 1,440 Imp gal (std), \ 1,710 Imp gal (opt). Accommodation: see cabin drawing; max \ seating capacity, 56 at 33in seat pitch; cabin pressurisation, 4.161b/ \ sq in. Performance: FAR factored take-off field length, 5,120ft; take-off speed, 115kt; FAR factored landing field length, 4,380ft; approach speed, 96kt; max cruising speed, 260kt; max permitted operating ceiling, 23,000ft; engine-out service ceiling, 8,500ft; maxi- mum payload-range (ISA, still air, no reserves), 15,4001b over 390 n.m.; full opt tanks payload-range (same conditions), 13,6001b over 695 n.m. Price: $500,000 for conversion. 20/nX ISin 33inX20in 66inX33in A commuter version of the de Havilland Canada Buffalo would seat up to 53 passengers DE HAVILLAND CANADA de Havilland Aircraft of Canada Ltd, Downsview, Ontario, Canada. DHC-5 Buffalo Encouraged by the success of the Twin Otter and the possible demand it will create for a larger aircraft to operate under comparable conditions, DHC is putting increasing effort into defining a civil version of the Buffalo. The company began plan- ning this STOL 53-seater in 1966 and expects to reach a firm decision early next year as to whether or not to go ahead and market the aircraft. The military Buffalo is now in production to meet an RCAF order for 15 (five delivered) and for the Brazilian Air Force (12 on order). The type was originally .developed with funds provided equally by the US and Canadian Governments, and the four proto- types have undergone extensive trials with the US Army. Further military orders are expected. The STOL Buffalo was initiated to provide a big-payJoad utility transport for battle-zone logistics support, and there is close correla- tion between these requirements and those for a commuter aircraft The Buffalo was by far the largest aircraft to take part in the autumn 1966 Metro Air Support flight trials into improvised land- ing sites in the centre of New York. The civil Buffalo can accommodate up to 53 passengers in a four-abreast seating layout with large overhead enclosed bins for luggage. The advanced high-lift flap design confers an exceptional )' wide speed range—from 78 m.p.h. to 282 m.p.h.; yet this aircraft, which has exceptional STOL performance, promises to have operating costs about the same as those of conventional types. Basic price would be about $1.7 million (£600,000). DHC-S Buffalo Commuter Data Powerplant: two 3,060 e.s.h.p. General Electric T-64s. Dimen- sions: span, 96ft; length, 79ft; height, 28.8ft; wing area, 945 sq ft: wheel track, 30.5ft; wheelbase, 27.9ft. Weights: ramp and take- off gross, 41,0001b; max landing, 39,0001b; max zero fuel, 37,0001b; equipped empty, 25,5001b (53-seater). Fuel capacity: 1,660 Imp gal (standard tanks). Accommodation: cabin length, 31.5ft; normal seating, 49 with toilet and galley; high-density seating, 53; unpressurised. Performance: FAR take-off to 35ft (ISA, s.l-> 38,0001b), 3,300ft; take-off speed. 98kt; FAR landing distance from 50ft (same conditions), 2,750ft; approach speed, 88kt; ma" cruise speed, 245kt; long-range cruise speed, 181kt; max permitted operating altitude, 31,500ft (with oxygen); engine-out service ceiling* 17,000ft; maximum payload-range (ISA, still air, no reserves!. 14,1001b over 570 n.m.; full-tanks payload-range (same conditions!, zero payload, over 1,980 n.m. Price: $1.7 million (£600,000).
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