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Aviation History
1973
1973 - 2707.PDF
746 FLIGHT International, J November 1973 ^m AIR TRANSPORT liquid hydrogen would have the same payload-range performance as a standard 747-200B for a 24 per cent lower take-off weight, it was said. The weight of liquid hydrogen burnt would be only 34 per cent of that of kerosene for a given mission. "Massive research and development" would be needed before liquid hydrogen could be used, however, and this would have to wait until our fossil-fuel economy had been superseded by a nuclear economy, he said. In the meantime "it may be time to re-examine laminar flow control" to get the maximum possible tonne-miles per pound of kerosene used. Fuel savings of up to 37 per cent would be possible and direct operating costs could be 16 per cent better than those of conventional aircraft. Again, however, "additional research and substantial development efforts" would be required. Mr Goodmanson proposed a civil Stol demonstrator Above, a "five-bay" freighter proposed by Boeing for integrated road/ air container transport. Four- or three-bay types are also being studied which would be aerodynamically more efficient but not so good for rapid turn-rounds. The fuselage would be unpressurised—oxygen- equipped containers would be used for livestock—and design life of the airframe would be 20yr at I5hr per day utilisation. Below, a pro posal for a liquid-hydrogen-fuelled 747 based on the USAF Advanced Medium Stol Transport and postulated Stol services in the longer term. Other long-term possibilities were Mach 0-98 600- to 700- passenger airliners and Mach 1-2 yawed-wing transports. In the 1980s extended-body, double-deck 747s with wing root extensions and uprated engines could provide for dense transatlantic services. But the 747SP go-ahead was influenced, he said, by city-pair proliferation, requiring smaller aircraft. The number of non-stop North Atlantic city pairs flown in 1964 was 102; in 1972 it was 166; and it is expected by Boeing to approach 250 by 1985. Design objectives for a second-generation SST, according to Mr Goodmanson, should be 270 to 300 seats, 3,600 n.m. to 4,000 n.m. range, Mach 2-7 cruise, less than FAB Part 36 noise and the economics of a 747. The key was "advanced propulsion technology." Speaking to airport operators, Mr Goodmanson attacked the terminal-area congestion and noise problem from the manufacturers' standpoint. The goal should be to reduce the typical US IFB terminal delay in rush hours of from 30min to 40min by a factor of five. Runway capacity should be increased from a typical 30 operations per hour to 60 by reduced separation and cutting down runway occupancy time from a typical 55sec to 20sec. This would require improved guidance, brakes able to decelerate aircraft at 9ft/sec2 to 12ft/sec2 as opposed to the 6ft/sec2 at present and the ability to turn off the runway at up to 60kt. The aircraft might feature engines positioned well outboard to control tip vortex strength to allow safe reduced separation. It would also have massive drag brakes and advanced avionics to enable steep, curved and two-segment approaches to be flown to minimise noise. The APU might power the mainwheels to allow the main powerplants to be shut down and thus reduce pollution while taxiing.
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