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Aviation History
1973
1973 - 2398.PDF
FLIGHT International: 20 September J7/J manages rather less than 5,000 n.m. with a full payload and would have to be empty to fly €,000 n.m. The 747SP cruises up to 6,000ft higher than other air liners and is slightly faster. Boeing claims that the aircraft- mile costs will be similar to those of the long-range trijets and that seat-mile costs will be lower than those of any "competitively sized" aircraft. With four engines against three this is quite an achievement. The 747SP gross weight is about 650,0001b, 294,800kg— 125,0001b, 56,700kg less than that of the 747B. Airfield performance can hardly fail to be good and the noise level will be low. Standard JT9D-7 turbofans without hot- stream thrust spoilers will be fitted, giving the SP a surfeit of thrust. High reliability will be achieved by using thrust levels well below the maximum. With such a high thrust-to-weight ratio and comparatively low landing weights, the high-efficiency triple-slotted flaps of the standard 747 have proved unnecessary and have been deleted. They are replaced by plain flaps. The SP fin is 5ft taller than that of the standard 747 and a double- hinged rudder has been adopted to cater for the shorter tail moment arm. On a broader front, the 747SP will be regarded in some quarters as another nail in the 7X7 coffin. The latter series of projects may well be resurrected but possibly on an extended time-scale. The Boeing competitor for the long, thin routes is obviously going'to be the SP and not a 7X7 variant, and the 727 is still selling like hot cakes, so short/medium-range 7X7s may also be deferred to avoid cutting into the market for the existing product. 4b5 747SP Special Performance • 65% LOAD FACTOR • LONG RANGE CRUISE INITIAL CRUISE ALTITUDE (1000 FT) 45 40 35 30 v^747SP ,747 100 TAKEOFF FIELD LENGTH (1000 FT) u R 6 A SEA LEVEL 86° 1 747-100 F ^747SP 0 12 3 4 5 6 7 RANGE (1000 NM) Be/ow, 747SP range from New York. It will be well able to reach San Francisco (SFO), Honolulu (HNL), Anchorage ANQ, Moscow (SVO), Cape Palmas (CPH), London (LHR), Tehran (THR), Tel Aviv (TLV), Rome (FCO), Madrid (MAD), Dakar (DKR), Rio (GIG), Buenos Aires (EZE) and Mexico (MEX) 7471747SP Trailing Edge Flap Comparison 747 TRIPLE SLOTTED FLAP 747SP VARIABLE PIVOT FLAP LANDING POSITION 747SP Range Capability From New York City 288 PASSENGERS AND BAGGAGE 650,000 LB TAKEOFF GROSS WEIGHT N 5650 NM -^4=^*-^ STILL AIR RANGE—^ ^J^^ "~~"*>^ EQUIVALENT STILL // SVO N\ AIR RANGE (85% // \ ANNUAL WINDS) .. / / -ANC CPH. TLV VA \i/ LHR- 'ECO X\ / / .HNL "MAD \ *SF0 1 2 3 4 5 ',16 RANGE-1000 NM i 1 \ \ MEX \ \ \ \ \ \ \ \ s. N. JFK .DKR |l .GIG / .EZE j/ Hughes supports TriStar HOWARD Hughes has effectively bought about 35 per cent of the Lockheed Aircraft Corporation equity through his wholly owned subsidiary, the Summa Corporation. This is in exchange for a $100 million loan by Summa, which will be used to finance the extended-range TriStar Dash 2LR, powered by Rolls-Royce RB.211-524s. Mr Daniel Haughton, chairman of Lockheed, has emphasised, how ever, that this does not constitute a go-ahead for the air craft. A decision on whether to launch the programme will be taken after a "final review" by the Lockheed board, and is conditional on the aircraft obtaining "sufficient" airline orders. Under the terms of its agreement with Lockheed, the Summa Corporation has been given the option of buying an unspecified number of TriStars—either the current Dash 1 or the Dash 2LR variant. Mr Haughton has said that the agreement is a major step forward. "It enhances our ability to conduct nego tiations with prime candidates for initial commitments to the extended-range TriStar." The most probable immediate customers for the new aircraft include British Airways, Air Canada and TWA. British Airways has TriStar Dash Is on order and both Air Canada and TWA have them in service. In the longer term, other existing TriStar opera tors are likely customers, and the fact that Lockheed is now closer to being able to offer a range of variants may well help to broaden the appeal of the basic aircraft. Mr Haughton says that: "we see a potential market [worth J over $2,000 million for this new version, which is scheduled for delivery by the end of 1976." In Britain other potential customers besides British Airways must include Court Line, which" already operates two TriStars and has ex pressed interest in a longer-range version. British Cale donian also recently told Flight that it favours the Dash 2LR for its routes to New York and Toronto (see page 466). The announcement of the loan to Lockheed renews a close association between Howard Hughes and the com pany which began dver 30 years ago when Lockheed began work on the first Constellation at his instigation. The Dash 2LR TriStar gains its longer range partly at the expense of passenger payload. It has a shorter fuse lage than the Dash 1 and, while it can fly 5,300 miles— 1,800 miles further than the basic aircraft—it can carry only 216 passengers instead of 273 at the limit of its range.
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