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Aviation History
1973
1973 - 1324.PDF
766 AIR TRANSPORT told Flight that Boeing could run into induced-drag problems with its configuration. The American company claims, however, that with care the induced drag can be reduced. Boeing thinks that fan noise can be cut down adequately with acoustic linings and that the prime area requiring attention is rearward-radiating core-engine noise—hence its plans to duct such air above the wing on the 7X7 projects. Europlane obviously takes a different view, because the design is optimised to shield the ground from fan noise. Rearward-radiating noise is not even shielded by a low- slung tailplane, although full-length fan cowls are used for the first time on civil high-bypass-ratio turbofans. The upper-fuselage-mounted engines should be reason ably well clear of wing wake at high incidence, and BAC probably has more experience of T-tail stalling character istics than any other company, so it is a safe and sensible layout to adopt. The sweep of the aft-loaded wing is consistent with a minimum cruise speed of Mach 0 • 8. Full-span leading-edge slats and large flaps are used to gain good airfield performance (hence additional quietness), and the crew has excellent visibility. The rear fuselage is sharply upswept to provide adequate ground clearance on rotation. Four large doors plus a ventral airstair will provide for rapid turn-rounds, and it can be assumed that the aircraft will be entirely self-sufficient on the ground. Europlane's objective is to achieve "a technical, com mercial and industrial definition of the aircraft to enable full go-ahead by mid-1974 and an in-service date of early 1979." The benefits of Europlane are said to be: • Dramatic reduction in airport noise. • Progressive relief from congestion. • Outstanding payload-range flexibility and airfield per formance. • Increased regional air transport capacity and produc tivity. • Development potential to meet the market require ments of the 1980s and well beyond. Europlane's philosophy in meeting this objective is to provide an evolutionary technical solution in a "phased approach" to the problem. This begins by using current airports to maximum efficiency and includes permitting use of auxiliary strips to increase capacity. Secondary airports can also be developed and ultimately new FLIGHT International. 24 May 1973 "demand centre" airports may become available in the evolving inter-city and regional air-transport system of the future, say the partners. This will be facilitated by excellent airfield performance and aircraft manoeuvrability, plus full compatibility with the newly emerging area-navigation and terminal ATC systems. Well proven engine, airframe and systems tech nology is being used to achieve maximum operational reliability. In terms of the 90dB noise footprint, the noise-affected area will be less than one-twentieth of that of current short-haul jets, and will be capable of being almost entirely contained within the airport boundaries. Of the 3,500 to 4,000 new airliners widely predicted to be required by 1985, about 2,500 (two-thirds) are in the short/medium-range bracket (150 to 300 seats). Europlane has chosen 180 to 200 seats, which should represent a major portion of this market. This has been confirmed by discussions with individual airlines, it is said. The total market in this size category is predicted to be about 1,350 aircraft by 1985. Sized to provide a logical growth in capacity and productivity from today's big fleets of 100-seat jets, Euro plane's new airliner will have an exceptional operational mission flexibility. Implicit in its wide payload-range spectrum is the ability to bracket the traffic and frequency requirements between the great majority of city pairs in Europe, while also offering excellent tour and charter capability, say the partners. The 180 to 200 passengers will be accommodated seven abreast (two-three-two) with twin aisles in the double-lobe fuselage. There will be under-floor capacity for standard mechanical container loading, as used in the big trijets. Phase one of the Europlane study was completed between February and July 1972 at the Weybridge head quarters where the company is registered. This included a preliminary appraisal of the programme potential, its industrial implications and the definition and analysis of potential configurations. Phase two took place between September 1972 and March 1973. This embraced the further investigations of the specific recommendations of phase one. The third phase of the study begins this month. This aims to refine the chosen Qtol design, arrange the international programme management and conduct customer-specification surveys to achieve full go-ahead in June 1974, ready to meet an in-service date of early 1979. Large-scale government backing will be required before the type can go into production. Supreme Court against local noise bans THE UNITED STATES Supreme Court has ruled that local authorities do not have the right to set airport curfews or to impose noise restrictions on aircraft. The decision would appear to ensure the operation of Concorde into United States airfields. The Federal legislation cur rently most likely to be introduced to control aircraft noise—the Fleet Noise Level scheme—specifically excludes aircraft used solely on international flights (see Flight for February 15, page 216). The decision follows a law suit brought by the city of Burbank, Calif, against Lock heed Air Terminal, which operates Burbank airport. In 1970 the city demanded that the airfield be closed to traffic between 11 p.m. and 7 a.m. The decision confirms the position adopted by the Federal Aviation Administration, which maintained throughout the dispute that it is wholly responsible for all controls over aircraft noise within the United States. The dispute has been drawn out over a two-year period and was first put to the legal test in a Californian District Court. When the case reached the Supreme Court, the Department of Transportation sup ported the city of Burbank, but the Environmental Protec tion Agency, which is increasingly concerned with aircraft noise, backed the FAA, which is officially a semi- autonomous part of the Department of Transportation. The Supreme Court decision should enable BOAC and Air France to freely operate into American airfields when they start SST operations across the Atlantic, hopefully in 1975. Similarly it should go far towards translating the interest shown by Middle East Airlines in Concorde into a firm order. The airline is on record as saying that one of the major obstacles to its plans to order two Concordes has been the possibility that it would be unable to secure access to New York for the aircraft. Any reactions by Concorde's manufacturers will undoubtedly be tempered by the fact that the Supreme Court decision in no way affects the attitude of many American institutions and pressure groups towards aircraft noise. This "anti-aircraft" lobby will now almost certainly direct its attention towards the House and the Senate in an effort to create laws that would enable local authorities to regulate either aircraft movements—as was the intention of the city of Burbank—or to impose limits on aircraft noise. The New York State Legislature -has indicated that it may pass laws which would attempt to prevent SSTs operating into the Port of New York Authority airports if they do not match the noise levels of the wide-bodied aircraft. Other possible opponents of Concorde on grounds of noise include sectors of opinion within the Massachusetts Port Authority, which controls Boston's Logan airport.
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