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Aviation History
1972
1972 - 0326.PDF
210 AIR TRANSPORT. appears to he no firm delivery schedule for them. For the purposes of this analysis, which should be regarded as giving only a guide to the position, it is FLIGHT International, 10 February 1972 IBERIA 1970-71 1971-72 1972-73 1973-74 1974-75 1975-76 FLEET ESTIMATE 747 2 3 3 3 3 3 DC-8- 63 6 6 6 6 0/6 6 0/6 6 DC-8- 50 7 7 5/7 0/7 0 0/7 0 0/7 0 DC-9- 30 25 25/35 25 25/35 25 25/35 25 25/35 25 25/35 25 DC-10- 30 0 0 3 3/8 8 3/8 8 3/8 8 A-300 727-200 Cara- B-4 velle 0 0 0 0 4 4/12 12 0 4 16 16/29 16 16/29 16 16/29 16 21 19 0/19 0/19 6 0/19 0 0/19 0 F.27 8 7 7 7 7 7 Note: "Flight" analysis of potential maximum and minimum fleets on a yearly basis, excluding freighters and piston aircraft. The likely total of each aircraft on hand at any time is in bold. assumed that the DC-9-30 fleet remains constant at its present total of 25. Whether the 727-200 options will be exercised must now be a matter of some uncertainty, following the cash payments which accompanied the A-300B options. The Spanish Government participation in the European Airbus programme is also a major political factor in favour of the A-300B, ..lach can hardly be regarded as complementary to a fleet of 29 727s in the long term. The Spanish Govern ment is committed to a two per cent share in the research and development bill of the A-300B and Casa is building 4-2 per cent by value of the airframe in Spain. Further more, Iberia's formal accession to the Atlas group brings with it a tacit agreement to standardise its long-term fleet as far as possible on that of the other airlines—most of which are seriously considering the European Airbus. 32,000 30.000 28.000 26.000 24,000- f 22,000 | 20,000 E 18,000 | 16.000 3 14,000 S 12 000 < 10,000 8,000 6,000 4,000 2,000 IBERIA PASSENGER-KILOMETRE CAPACITY PREDICTION HISTORIC SOURCE IBERIA ANNUAL REPORT 1960 1961 1962 1963 1964 1965 1966 1967 i 68/69 69/70 70/71 71/72 72/73 73/74 74/75 75/76 76/77 Year This graph gives an impression of the likely growth in available seat- km which Iberia's new fleet will provide. From the "Flight" estimate of aircraft on hand over the next few years it is estimated that the air line's capacity will continue to grow at between 15 per cent and 20 per cent Neither the 727-200 nor the A-300B is intended primarily for the inclusive-tour market, although the additional range over the standard versions of the respective types will give useful flexibility for such operations. The A-300B-4 will have the ability to fly 270 to 290 passengers the 2,200 n.m. or so between the Canary Islands and Scandinavia. As far as the long-range sector is concerned, the DC-10-30 appears likely gradually to replace DC-8s—with the -50 series being phased out fairly quickly. The -63s will probably be on hand for several years and will remain competitive on seat-mile costs with the big trijets. STOL PROPULSION EVALUATION REPLIES to the Nasa study proposals for quiet, clean Stol propulsion systems (see Flight for January 20, page 81) have been received from General Electric, Pratt & Whitney and Detroit Diesel Allison. Some 50 companies were asked to supply proposals. Evaluation of the three submissions has started, and Nasa is expected to select and finance two or possibly all three manufacturers to conduct detailed six-month studies. Powerplant-development contracts are expected to be awarded later this year. Six-month, $1 • 5 million contracts for airf rame^develop- ment studies were let last December to three consortia: Lockheed and North American; Grumman and Boeing; and Bell in association with Cornell laboratories. SPEY BUFFALO ROLL-OUT ROLL-OUT of the extensively modified de Havilland Canada Buffalo Stol research aircraft was scheduled to take place last weekend at the Nasa Ames research centre. The twin Rolls-Royce Spey-powered transport features an internally blown "augmentor-flap" wing, fed from com pressor bleed air. The Speys are also fitted with R-R, Bristol Pegasus swivelling nozzles to provide vectored thrust. The airframe programme is being undertaken by Boeing in conjunction with DHC, under the sponsorship of Nasa. DHC and Rolls-Royce are being financed by the Canadian Department of Industry and Commerce for the power- plant and nacelle work. First flight is scheduled for late February or early March, assuming ground tests are satisfactory. Initial flight tests will naturally concentrate on stability and control aspects. MAGRUDER BUILD AN SST A PROGRAMME for a second-generation supersonic trans port must be started in the United States in 1973 or 1974, according to William Magruder, now special technology consultant to President Nixon and formerly SST director at the Department of Transportation. He said he thought the key to timing an entry was a financial scheme which did not exist—"but we are trying to find a solution." Speaking in Washington on February 2, he said there was "absolutely no way" to undo what was done to the Boeing 2707-300 in Congress—the US was out of the first- generation SST. Mr Magruder said, moreover, that if the United States wanted a second-generation SST by the early or mid-1980s a start had to be made "next year or the year after that." HIGG1NBOTTOM 'FINANCE NEEDED' SUPPORT for an Aerospace Reconstruction Finance Corporation (a proposal first postulated by the CAB Chairman, Secor Browne) came from Eastern Airlines' president and chief operating officer, Samuel L. Higgin- bottom, speaking in Seattle on February 2. The central theme of his presentation was that the US industry does not need a subsidy, but that it should have Government guarantees on repayment of bank loans, thus increasing its borrowing power from the private sectr It would be, in effect, a broader version of the type ot operation which was used to save Lockheed. EUROPEAN TRAFFIC HOLDS LATEST traffic figures from the European Airlines' Research Bureau (EARB) show that intra-European
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