FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1967
1967 - 2273.PDF
868 FLIGHT International, 23 November <X2Otn The Swedish airline Linjeflyg operates two Nord 262s. Above right, high-density seating for 29 passengers in the Nord 262 COMMERCIAL AIRCRAFT SURVEY .. . NORD Nord-Aviation, 2, Rue Beranger, 92-Chatillon, H de S. France. Nord 262 The Nord 262 is a distant relative of a family of utility aircraft built by Max Holste in the 1950s. The biggest of these was an unpressurised twin-Wasp-powered 20-seater. This was re-engined with Turbomeca Bastans and became known as the Nord 260, with the nationalisation of the Reims company. Early in the development of the 260 it became apparent that the comparatively slight complication of cabin pressurisation would make a great difference to the worldwide appeal of the aircraft—even on the very short routes for which it was designed. Nord therefore produced the 262 based on the flying surfaces of the 260 but having a circular pressurised fuselage, and the more powerful Turbomeca Bastan VI of 1,065 e.s.h.p. The prototype 262 flew on December 24, 1962, and Air Inter introduced the type to service on the Paris-Nantes route in July 1964. The 262's biggest sales success came in June 1964 with an initial order for 8 by the NS local service carrier Lake Central. There are now 38 Nord 262s in service with ten commercial operators in various parts of the world. Nord 262 Orders (not in chronological order): Air Inter, 4; Lake Central, 13; Japan Domestic Airlines, 3; Rousseau Aviation, 2; Alisarda, 2; Linjeflyg, 2; Cimber Air, 1: Air Ceylon, 1 ; Air Madagascar, 1; French Navy, 16 (1 delivered); Service Formation Aeronautique, 3; CEV Br&igny, 1; Nord-Aviation, 3; LTU, 1; Nordurflug, 1. Total, 54. Nord 2<2 Data Power plant: two 1,065 e.s.h.p. Turbomeca Bastan VIC. Dimen- sions: span, 71.9ft; length, 63.3ft; height, 20.3ft; wing area, 592 sq ft; wheel track, 10.3ft; wheelbase, 23.8ft. Weights: ramp gross, 23,0501b; take-off gross, 22,9301b; max landing and max zero fuel, 22,7101b; equipped empty, 14,6451b (26-seat layout). Fuel capacity: 440 Imp gal (standard), 566 Imp gal (optional total). Accommodation: cabin length, 34.9ft; front hold length, 6.5ft, volume, 159 cu ft; max seating capacity, 29 (three abreast at 34-in pitch); cabin pressurisation, 3.991b/sq in differential. Perfor- mance: FAR take-off field length (ISA, s.L, g.w.), 3,904ft; take-off speed, 105kt; FAR landing field length (ISA, s.l., max land wt), 3,410ft; approach speed, 95kt; max cruise speed, 195kt at 20,000ft; max permitted operating altitude, 19,000ft; engine-out service ceiling, 9,850ft (at 20,0001b); max payload-range (ISA, still air, no reserves), 5,5781b over 535 n.m.; full-tanks payload-range (same conditions), 4,2001b over 890 n.m. (std tanks), or 3,2001b over 1,155 n,m. (opt tanks). Transall 161 Jet For more than two years Nord-Aviation has been testing market reaction to a civil freight version of the Franco- German military Transall C160 tactical freighter which it is under- taking with VFW and HFB. Until now, thinking has been towards a minimum-change aircraft powered by the already-used Rolls-Royce Tyne turboprops. However, within the last few months, the choice of powerplant has swung to the Pratt & Whitney JT3D-3B turbofan. The Transall Jet airframe is much the same as that originally planned for the Tyne-engined civil version. The main differences from the C160 are: elimination of the high-drag beaver-tailed fuselage with its rear access and the substitution of a more slender tailcone; and the raising of the flightdeck to give nose loading a la Boeing 747. The result is a most promising short-haul freighter. With an assumed purchase price of $4.4 million (£1.6 million) the Transall Jet is estimated to have ton-mile operating costs some 10 per cent less than freighter versions of the DC-9-30 and the 707-320C when operating on typical European routes. Many parts of the Transall Jet are common to the C160—the major items being the entire wing and empennage surfaces, and the fuselage centre-section plus the undercarriage. The military freighter continues in production to meet the total Franco/German order for 169 aircraft. The civil version could fly in 1970 and be in service by 1971. The greatest threat to the realisation of this interesting project is the A-300 Airbus and the massive freight-hold capacity of that aircraft. Transall 161 Jet Data Powerplant: two 18,0001b thrust P&W JT3D-3B turbofans. Dimensions: span, 131.3ft; length, 114.9ft; height, 37ft; wing area, 1,723 sq ft; wing sweep (|-chord), 2° 30'; wheel track, 16.8ft; wheelbase, 30.9ft. Weights: ramp gross, 142,2001b; take-ofi gross, 141,7601b; max landing, 138,9001b; max zero fuel, 118,4001b; equipped empty, 65,5001b (all-freight version). Fuel capacity: 4,270 Imp gal. Accommodation: see diagram on this page; cabin pressurisation, 5.51b/sq in differential. Performance: FAR take- off field length (ISA, s.L, g.w.), 7,000ft; take-off speed, 140kt; FAR landing field length (ISA, s.l., max land wt), 5,500ft; approach speed, 125kt; max cruising speed, 385kt at 25,000ft; max permitted operating altitude, 26,000ft; engine-out service ceiling, 10,000ft; max payload-range (ISA, still air, no reserves), 53,OOOlb over 550 n.m.: full-tanks payload-range (same conditions), 43,0001b over 1,000 n.m. r- \ / \ _4&HX24m 08* PALLET667Ocu.tt total 67, nX43i, 96mPALLET 4-1Olb/s<j/ft 12.7m 3 Above, showing how nine 8ft x 8ft standard road-rail containers could be: carried in the Transall Jet
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
