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Aviation History
1970
1970 - 1419.PDF
In an astute move Lockheed staged a dedication ceremony for its new Palmdale factory a couple of days before its competitor McDonnell Douglas was due to roll out the DC-IO. Dominating the ceremony was the TriStar, spick and span and looking (right) as if it, too, were ready to roll out. Appearing justifiably pleased were (left to right) Daniel ]. Houghton, board chairman, Charles S. Wagner, president, and William M. Moran, executive vice-president commercial pro grammes. In the larger picture the TriStar, with engines installed, is readied for its actual roll-out, scheduled for September I. First flight is due in November CONCORDE: FIRE WITHOUT SMOKE A DECISION by BAC and Rolls-Royce on whether they will use smoke reduction additives in the Olympus 593-3B engines of the prototype Concordes has yet to be taken. The tanks which would be necessary if such a system were to be fitted have not been installed in either prototype. Production engines—Olympus 593 Mk 602s—will be fitted with annular combustion ohambers and lightweight vapourising fuel systems. These items, both of which are being developed from Pegasus experience, should ensure that production Concorde smoke levels are acceptable. As a back-up, Rolls- Royce Bristol and Snecma are working on a 593 Mk 601 engine, using can-annular combustion chambers and high- pressure spray nozzles of the type now used in the engines fitted to the prototypes. If this standard of engine had to be adopted for production aircraft (and at the moment it seems unlikely) then a smoke problem might occcur. In that case fuel additives, probably ethyl-based, might be used, but no discussions with the ARB have taken place on this subject. INDEPENDENCE FOR BUIA AS part of a move to separate it completely from the British United group, British United Island Airways has been re named British Island Airways. Ownership of the airline is unchanged—it remains a wholly owned subsidiary of BUA (Holdings), which is in turn owned 90.8 per cent hy British & Commonwealth Shipping and 9.2 per cent by Eagle Star Insurance. The separation of the company will be underlined by the adoption shortly of a new livery for the fleet, replacing the present one which is very similar to that of BUA. BUIA was never included in the B & C plans for disposing of BUA, and in May and June its administration moved from Gatwick to new offices at Redhill, Surrey. BUIA was formed in 1968 by a merger of BUA (CI), British United (Manx) Airways and Morton Air Services. The Hon Anthony Cayzer remains chairman of the airline, and Mr L. B. Elwin is to continue as general manager. Mr Alan Bris- tow will no longer be managing director, but remains on the board of the airline. The other BIA board members are: Mr A. E. Lemon, Mr N. Mountain, Major J. R. Riley and Mr J. A. Thomson. The company secretary is Mr G. A. Adkin. BALPA's BLACKLIST ON July 18 Balpa published a list of the major airfields in Europe which are considered by the association's pilots to have deficiencies in their approach and landing aids. Four airfields, Alghero, Gerona. Nicosia and Palermo are considered to be dangerous in bad weather, and a further nine are to be studied by a Balpa working group newly set up for the purpose. These nine airfields, which have been the subjects of complaints to the union by pilots, are Alicante, Catania, Gibraltar. Faro, Tbiza, Innsbruck, Malaga, Rhodes and Turnhouse. Balpa's complaint regarding the four "dangerous" airfields is, in each case, that the site lies in mountainous terrain and that the approach and/or landing aids are not adequate; Gerona is regarded as particularly poor owing to its proximity to the Pyrenees. Balpa member pilots flying to the Spanish holiday resorts claim that the Gerona VOR is not always radiating and that the NDBs in the area are of too low a power to be reliable, especially when there are electrical storms nearby. Continued overleaf
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