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Aviation History
1971
1971 - 0330.PDF
FLIGHT International, 4 March 1971 305 PAN AIM'S IMPROVED 747 PAN AMERICAN'S fleet of Boeing 747s is currently being subjected to a major facelifting operation which is costing $30 million. The modification programme involves 196 significant engineering changes plus a host of cabin altera tions to improve passenger amenities, service and comfort. All were deemed necessary following the experiences of the first year of 747 operations. By early summer all 24 747s now on Pan Am's fleet strength will have been modified to the new standards. To differentiate between these aircraft and the initial production aircraft the designation 747A has been adopted. The modification programme is being run as a tripartite operation involving the airline, Boeing and Pratt & Whitney. Pan Am is bearing 25 per cent of the cost, the balance being split between the airframe and engine manu facturers and their suppliers under warranty. In its modified 747A form the gross weight of the aircraft is raised from 712,0001b, 323,000kg to 735,0001b, 333,000kg. Another 460 miles, 740km is added to the aircraft's normal 4,500-mile, 7,250km operating range or, alternatively the payload capability is increased by about 15 per cent. The entire list of items changed, modified or replaced is con tained in a 100-page manual. Some of the more radical technical modifications involve the landing gear—which has been strengthened to cater for the increased weight—fuel system, entry doors, cargo hatches and APU. All aircraft will have fully modified 43,5001b, 194kN thrust P&W JT9D-3A engines with a com plete bleed system necessary for fully effective thrust reversal and to eliminate the danger of the power surges which plagued the JT9D in its early period of 747 opera tion. Modifications to the flaps include a new support strut for the operating portion of the screw jacks. Inspections during early 747 operations had showed that these struts were prone to developing fractures. In harness with the engineering modifications, the pro gramme of cabin changes is to a large extent the result of informal in-flight surveys of passengers made by Pan Am. The galley system is being altered to enable a faster and more efficient meal service to be offered, the in-flight entertainment system is being overhauled and there have been changes to the seating. For example, first-class seats are now being fitted with inertia-reel lap belts, and economy-class seat cushions are of a new type. Two auxiliary galleys are being installed at the forward end of the economy-class section resulting in the loss of five economy seats and thereby reducing capacity from 304 to 299. In the 58-seat first-class section thought is being given to providing a stand-up buffet bar just forward of the spiral staircase to the upper lounge, and to providing containers for carry-on baggage. Because of the adverse publicity which accompanied the 747's first months of operation, Pan Am in London has launched a series of six informal teach-ins for commercially important business travellers to acquaint them with what remedial steps have been taken. The "CIPs" are invited to "Captain's Table" lunches at which a senior 747 captain presents a short factual presentation on the aircraft and answers questions. The captains give their services volun tarily and come to London in their own time and at their own expense. PIONEER AIRLINE NEW name on the British airline scene is that of Ports mouth-based JF Airlines, which last week was awaiting issue of an air operator's certificate. The airline has applied to the ATLB for an E licence and for scheduled services from Portsmouth to Jersey, Guernsey and Alderney, and was this week expecting delivery of the first of two Twin Pioneers. The airline's name is derived from that of Mr John Fisher, a local Portsmouth businessman; his co-directors are Mr R. Barnett and Mr Robert Norris who run a local haulage firm. Subject to ATLB approval JF Airlines hopes to begin daily services to the Channel Islands on April 15 and increase frequencies to twice daily as from June 1. General manager of the company is Capt Malcolm MacDonald. Avionics By T. M. B. WRIGHT I NSTRUMENT LANDING SYSTEMS are an area in which the UK has main tained a very satisfactory image for many years. In particular, the work of the Blind Landing Experimental Unit can be considered to have set the pace in the international arena (e.g., it has the stamp of Icao approval). But ILS has certain admitted deficien cies, and the desirability, if not the need, for improvements is widely recognised. As a consequence a number of new approaches are being pursued, including three in the UK alone. These are a correlation-pro tected ILS (see this column, Flight, January 14) originated by RAE and now being developed by Plessey; a novel Doppler scanning technique pro posed by Standard Telephone Labora tories, and an interferometer system evolved by Mullard Electronic Labora tories. In each case both Government and company money has been gener ously committed, and the UK thus has in principle three sound horses in its stable to enter the Nato and Icao stakes for what will be large military and civil prizes. When it comes to jockeys, however, the position is a little less satisfactory. At the moment, the Department of Trade and Industry and the Ministry of Defence represent the UK divisions within the appropriate international bodies, with the technical support of the Ministry of Aviation Supply. Within the DTI, responsibility on various establishments of civil avia tion matters is distributed between the operational branch, the telecom munications branch, and the scientific adviser under the Controller, NATCS (National Air Traffic Control Services). Within the MAS, contributions on civil aviation made by the Royal Radar Establishment and the Royal Aircraft Establishment are co-ordinated by the Director, Electronic Research and Development (Civil Aviation) under the ultimate responsibility of the Deputy Director, Electronics. There is a consultative relationship between industry and the DTI in the Civil Aviation R&D Board, and between industry and the MAS in the Joint Aviation Research Committee. But with the abolition of the MAS and the transfer of DTI aviation responsibility to the new Civil Avia tion Authority, all this is due to change just as the Icao deliberations on new ILS systems reach a crucial stage. The Ministry of Defence is still certi fied as an (enlarged) entity and will thus be able to ensure continuity of interest in military circles. But civil aviation interests are not, during this transitory period, likely to be so well served. So the question that needs answering is who, within the Govern ment machine, can be identified as having the unequivocal responsibility for the maintenance of British interests in this important branch of avionics? Because it is an area in which Britain has a demonstrably advanced capability and, taking the BLEU work into account, enormous existing investments.
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