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Aviation History
1971
1971 - 0803.PDF
708 AIR TRANSPORT... there will be 70,000 people employed, and a further 30,000 working in shops and other services to serve them. The first terminal is designed to deal with 10 million passengers a year, and the second, the first stage of which should be ready by the spring of 1977, a further 10 million. Cost of the first terminal and runway is put at £123 million. Total annual capacity could go up to 70 million eventually, and the airport authority is looking for a site for a fourth airport—although at a slow pace until the future of V/Stol becomes less obscure. CAB's PROTECTIVE MOOD THE uneasiness between Australia and the USA over trans-Pacific traffic rights blew up into an international row last week when the Civil Aeronautics Board in Washington ordered Qantas to file within a week complete schedules of all its flights to and from US territory for board approval. The CAB accused the Australian Government of unwarran ted and unilateral restrictions on the operations of Ameri can Airlines, which was allowed to start trans-Pacific services to Australia last year. The board took action under recently enacted legislation giving it powers to control foreign carriers' schedules. The CAB claimed that the Australian Government had refused an application by American for two flights a week to Melbourne, in spite of representations by the US Government. The board claimed that the action was con trary to the terms of the bilateral agreement, and put out a statement which implicitly threatened retaliation against Qantas. In Canberra last week the Minister of Civil Aviation, Mr Robert Cotton, denied that the applications had been turned down, and said that they were still under con sideration. The CAB's use of its new powers may also be interpreted as a warning to other countries with whom there may be differences of opinion over traffic rights. The Irish refusal to allow US carriers into Dublin is a case in point. RESTRICTIONS IN UAR THE Cairo daily Al-Ahram has revived the controversy in the United Arab Republic over a Government requirement, endorsed on visas, that all nationals must travel by United Arab Airlines. An article in the newspaper blamed the res triction for frequency reductions by foreign airlines which had resulted in Cairo losing its importance as an air traffic centre. In a comparison of traffic in 1965 and 1969 it did not mention however the effects of the 1967 war. The rule has been in force since 1966. Earlier this year an lata delegation met the UAR Minister of Aviation and requested that it be revoked. • No foreigners are being allowed to fly on United Arab domestic flights for the moment, according to an Egyptian Civil Aviation Ministry announcement on May 8. HEAVIER 727 DESIGN changes to the advanced Boeing 727-200 have resulted in the gross weight being increased to 191,0001b, 87,000kg. The company also claims that noise suppression developments which have cost more than $7 million (£2-9 million) to date will make the trijet quieter than any other jet transport, including new wide-bodied airliners. When available for delivery in mid-1972, the advanced 727-200, while carrying a typical payload, will have a range of about 800 miles greater than the current stretched version of the 727. The advanced 727-200 should have sound levels lower than the FAA Part 36 regulations require, although the 727-200 was certificated in 1967 and is therefore not required to comply with them. The advanced 727-200 will feature more powerful Pratt FLIGHT International, 20 May 1971 & Whitney JT8D-15 turbofans and the new "superjet-look" interior as standard items. Boeing previously announced that maximum gross weight of the advanced 727-200 would be 183,0001b, 83,000kg with the Pratt & Whitney JT8D-9 engine as standard and the JT8D-15 as an option. The increase to 191,0001b will be made possible by increasing the thickness of wing skins. Fuel capacity will be increased to 9,789 US gal, 37,100 lit which is 1,600 gal, 6,000 lit more than the limit of the current long-body 727. CLAIMS AGAINST CONTROLLERS TWO legal actions have been instituted in Germany as a result of an air traffic controllers' work to rule which has been in operation since April 22. Three deputies of the Bonn Government claim that they were kept in an aircraft on the tarmac in "grilling heat" for 45min at Frankfurt. Their claim against the controllers alleges "deprivation of freedom and bodily injury." Residents of the vicinity of Hamburg Airport have accused the air traffic controllers of causing deliberate bodily injury through exhaust fumes by allowing aircraft to stand with engines at idling power for periods of up to two hours. The controllers are in dispute with the Federal Government over pay and condi tions. HEIGHT NOW CRITICAL AS forecast in the definitions contained in chapter 2 of the RAC section of the United Kingdom Air Pilot, the term "decision height" is to replace "critical height" as an element for expressing minimum weather conditions for landing. A letter from the All-Weather Operations Direc torate of the Department of Trade and Industry calls for public-transport operators to make the necessary amend ments to their operations manuals by August 1, 1971. Decision height is defined as a specified height at which a missed approach must be initiated if the required visual reference to continue the approach to land has not been established. CONCORDE AUTOMATIC LANDING THE first fully automatic approach and touchdown by Concorde was accomplished at Toulouse on May 13 by 001 at the end of its 137th flight. The object of the automatic landing was to allow precise measurement of the behaviour of the low aspect-ratio delta when in ground effect. The measuring equipment on board the aircraft was able to pick off the autopilot commands and compare them with aircraft responses in a way not possible during a manually flown landing. Installation of the autopilot, the last of the five Elliott/ Sfena flight systems to be fitted to the protoypes, was only completed nine months ago. Its use in the automatic landing mode, as well as during transonic climb and super sonic cruise at this early stage in the flight-test programme demonstrates the confidence of the flight crews in the system. • Confirmation that an Olympus fitted with a production- type low-pressure compressor was being installed in Con corde 002 was received from BAC last week. The higher mass inflow unit with a five-spoke zero-swirl inlet is being fitted in the No 1 engine position, and flight testing is due to begin shortly (see the Concorde supplement in Flight for April 22). TWA has appointed Mr Laurence H. Langley to the new post of general manager passenger sales in the airline's international region. Lufthansa has reported a good first year for its 747 services, with an average load factor of 50-5 per cent and good technical reliability. During 1970 the airline held the number of its transatlantic flights constant, but increased the available seats by 23 per cent. The total number of passengers carried on the entire Lufthansa network was up by 18-5 per cent on 1969 at just under 7 million.
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