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Aviation History
1968
1968 - 2300.PDF
598 AIR TRANSPORT. .. get the take-off thrust up from the present 43,5001b to about 50,0001b. The order list for over 160 aircraft by 26 airlines accounts for the whole of 1969 and 1970 production, some two-thirds of the 1971 output and about one-third of that for 1972. The modified top-deck arrangement within the existing profile could be offered for late 1971 delivery' and Boeing hopes to be in the market with the long-range stretch development for service late in 1972. N.F.G.H. DEVELOPING THE 737 A THREE-STAGE programme for improving the performance of the Boeing 737 has been under way for some time. During the past ten months or more an intensive wind-tunnel pro- gramme has been conducted so as to obtain the necessary data for aerodynamic modifications to reduce cruising drag. This (as reported in Flight for January 6, page 6) was found on test to be 5 per cent higher, even at low cruise speeds, than predicted, resulting in a 30kt reduction in the originally esti- mated speeds. This was balanced to a large extent by the higher weights made possible by the availability of the flat- rated P&W JT8D-9, and by an excess of lift on that predicted, so that basic guarantees could still be met. Meanwhile (see Flight for May 30, page 818) an improved thrust reverser has been developed by Boeing and Rohr; this will reduce the landing run on wet or icy runways and will be incorporated in production aircraft from next spring. The third stage of the programme has involved a study of modifi- cations to improve the short-field performance to give either an increase of about 2,0001b in payload, or a shorter permitted take-off with present payloads. Speaking recently of the programme, Mr B. M. Wheat, vice-president and manager of the Seattle branch of Boeing's commercial aircraft division, said (as reported by Aviation Daily) that "despite our late entry into the short-range field and despite the strength of our competition, we have excellent potential for a good future in the expanding field of short-haul transport operation." He pointed out that the 737 project has FLIGHT International, 17 October /940 been unusual in three ways: (1) For the first time, Boeing entered a major jet-transport market far behind its principal competition; (2) with first delivery due less than three years after a go-ahead from the board, Boeing had to undertake a schedule that was more compressed than any previous pro- gramme; and (3) the flight-test programme and subsequent FAA certification were accomplished in fewer than nine months. JT9Ds FOR L-1011 DC-10? BECAUSE Northwest Airlines—one of the major US carriers who have not yet placed orders for either of the big trijets— have expressed a strong preference for P & W JT9D engines, it is possible that both the Lockheed 1011 and the DC-10 will be offered with this powerplant as an alternative respec- tively for the R-R RB.211 and the GE.CF6. McDonnell Douglas have, according to Aviation Week, already offered a re-engined version of the DC-10 to Northwest, who have apparently been lobbying other prospective airline customers to ask for P & W-engined versions of the trijets so as to maintain powerplant commonality with the Boeing 747. Use of the JT9D—which has a starting thrust of 43,5001b, by comparison with the 40,0001b-plus of the engines already selected—and which is both heavier and more expensive, might be applied to "growth" versions of the two trijets. Northwest's initial request for JT9Ds was apparently made some months ago and studies of its possible use have since been made by both Lockheed and Douglas. P & W are reported to have offered airlines which have already ordered 747s a price rebate on JT9Ds if specified for one or other of the big trijets, and to have offered also to pay a share of the re-certification costs, if they are to be developed in re-engined versions. NEW BUA AIRLINE THE formation of a new airline—British United Island Air- ways—was announced on October 4 by BUA (Holdings), the parent company of the BUA group. This new company has been formed by the reconstruction of the short-haul and executive-charter contract operations of companies in the group, principally BUA (CI), BU(Manx)A and Morton Air Services. The first two of these three carriers were to have beeen merged on November 1 into a new airline to be known as Channel Islands and Manx Air Services (CIMAS). After the One of' Ceskoslovenske Aerolinie's Tu-I24s, in its somewhat involved styling, seen recently at Zurich Airport. The "45" marking below and behind the flight deck has been applied to the whole of the fleet in this 45th anniversary year of the airline
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