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Aviation History
1969
1969 - 1066.PDF
FLIGHT International, 12 June. 1969 973 remarked, "we didn't really need him," A -significant feature of the trip was the total reliance for 80 per cent of the flight on the three AC Carousel inertial navigation systems, which functioned "near perfectly." They were the sole navigation reference for the 4,000 miles or so from Edmonton to Prest- wick. Even in this inherently less reliable direction of flight for inertia! navigation the error at Prestwick was less than ten miles on one system and less than five miles on the other, without any form of up-dating. The third system was coupled to the autopilot. Asked if conditions at Le Bourget were the worst in which the 747 had been landed, Mr Knutsom said they were not. The second prototype, he said, had already made a number of automatic landings. The coupled approach at Paris was continued down to 500ft—at which point the runway lights came into view and an entirely manual landing was made. The Seattle-Paris flight, began at the Tacoma Airport at 9,22 p.m. PDT on June 2 and the low pass at Le Bourget was at 2.30 p.m. on June 3. Take-off was at 629.0001b with full fuel of 274.0001b, 46 occupants and a considerable quantity of equipment aboard. The distance flown was 5,160 miles and 55,000lb of fuel remained on landing—enough for a diversion as far as Athens. The average fuel consumption was thus 24,000'lb/hr. En route winds at the cruising altitudes of 29,000ft and 33,000ft were from various directions, and the maximum ground speed was 656 m.p.h. According to Don Knutsom the 747 cruise specific aiT-miles per gallon per formance is proving "'a little better than estimated." At a landing weight of 412,0001 b the approach speed was I22kt. and the landing roll, without any wheelbraking, was a mere 5.500ft. Total flying on the 747 development programme has now passed the 200hr mark. The aerodynamic performance of the aircraft is up to or better than estimates. There is still some uncertainty over the question of powerplant pod design and whether or not this wall be changed on the initial versions to meet the proposed noise regulations. It still remains to be seen whether the engine shaft design changes have cured the tendency to crack. The machine which visited Paris, the fourth. was fully furnished and had 382 seats in a mixed-class layout. From the prospective passenger's angle the general impression was that jumbo travel should be well up to the very highest expectations of comfort. Below, the flight deck. Long-range navigation is by automatic tripli cated inertial systems linked to the autopilot and with numerous quan tity read-outs. Autopilot and flight system mode selectors are in the centre glare shield, and the inertial and MF navigation selectors are on the centre consol below the four columns of engine instruments Europe first glimpsed the Boeing 747 as it drifted in a low pass over Le Bourget through the driving rain and cloud of an unseasonable afternoon in Paris ... . . . . and the weather was not much better when the 747 landed: the runway lights were seen at only 500ft. Below, subsonic and supersonic firsts tSCf, femgll TOM VKM:W+UHI.^j*.-.,, ••iA|lli|i| —.^ r. ,!!,„•-— m&&gt;* **< WBSS8BSSSSSSS& ipiiite'liiift milHflfflHHBI m i f.i i •HE* 91
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