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Aviation History
1974
1974 - 0077.PDF
FLIGHT International. 17 January l?74 pressure to reduce the specification tolerances for the fuel slightly. The British Caledonian representative thought the immediate problem was the availability of turbine fuel— a bigger problem than the British Government rationing scheme—and the airline had a special unit checking whether fuel could be bought at the appropriate points before any charter flight was agreed to. On the price front Mr Richardson said that fuel contracts with the oil com panies would now have no benefit since they would be for a year only and have three-month escalation clauses. He said there was no hope of the airlines absorbing the fuel cost increases, which were exacerbated by the fact that fuel was usually sold in dollars and the pound was falling relative to the dollar. There was also a depressed second hand aircraft market. For the passenger there would be less choice, less com fort and higher cost. But for the airlines the fuel crisis could do what management had failed to do in the past— rationalise capacity worldwide. Mr Seekings of Tourism International predicted no growth in tourism for the first quarter of 1974, caused by pessimism and uncertainty over prices, but a late summer recovery. Guarantees of refunds if people could not afford inclusive-tour surcharges would help. (This has now been agreed to). He suggested that with the strong dollar the tourist boom to the United States would slow and there would be a big tourist flow outwards again. Above all, he thought tourism would come to be regarded by many countries as a more worthwhile source of foreign exchange than hitherto. BOEING FUEL SAVINGS SLOW down, fly higher, fly accurately, keep aircraft clean and don't dent the leading edge, cowling or nose. These are among the fuel saving methods listed by Boeing in a document distributed to all airlines operating 707s, 727s, 737s and 747s. Slower cruising speeds are suggested for reducing fuel consumption, with Mach 0-80 recommended as the best speed for 707s and 727s, Mach 0-72 for 737s and Mach 0-84 for the 747. 727 737 747 Benefits from reducing speed : From minimum-cost cruise From high-speed schedule Optimum altitude (fuel lost) 2-4% 1-2% 1-2% Zero 6-12% 2-8% 4-12% 3-4% 0-4% within 4,000ft of optimum 2-12% for 4,000-8,000ft below optimum Optimum climb schedule (ib saved) Optimum descent schedule (Ib saved) % fuel saved per 1,0001b reduction in landing weight Engine idle fuel flow (Ib used per min) APU fuel flow (Ib used per min) Reduced climb thrust (Ib saved) Cruise control Early descent (Ib lost per minute early) Early flap & gear extension (Ib lost per minute early) Air-conditioning bleed reduction (% saved) Aerodynamic cleanness (% saved) 0-200 250 0 4% 80 — — 1 2% 80 80 0-6 0-6% 0-300 200 0 47% 60 5 <— per 0 01 60 20 — 0-*% 0-100 80 100% 50 4 — 0-500 300 0-12% 120 24 300-500 Mach fast 40 15 — 0-6% 200 150 1-0 0-6% . Texan tripper N OTED FOR ITS WAY-OUT liveries involving heavy applica tion of gaudy colours, Braniff has now produced the ultimate—a DC-8-62 mural called "Flying colors." Painted to the design of the US artist Alexander Calder, this flag ship of the airline's South American routes carries no Braniff insignia—only the artist's signature (see front cover). "Inventor of the mobile and the father of kinetic art," Calder is said by Braniff to be the "most famous and inno vative sculptor America has ever produced." Braniff likens the jet to its major market, South America—"color ful, exciting and memorable." There is only one "Flying colors" and its job is to focus attention on the gay holiday atmosphere of South America. There are also hopes that the DC-8 will prompt larger grants to the arts by US busi ness corporations. Braniff chairman, Mr Harding L. Lawrence, is at pains to point out that his airline is no gimmick even if some may think the flying mural is. He refers to Braniff's re liability and punctuality record. A solid business provides the foundation for the excursions into the unusual for which the airline is renowned. It was Braniff in the mid- 1960s which began the end of the "plain plane" era with its all-over pastel treatment of its airliners. The paint for the new DC-8, by De Soto Inc., Des Plaines, Illinois, was matched by a computer technique to original colours used on preliminary model aircraft, and was dis patched to Calder's French studio for approval before it was made in quantity. A primer provides corrosion resist ance, and the top coat is specially formulated to give high gloss retention and a non-yellowing finish. The paint is basically a two-component aliphatic isocyanate polyure- thane enamel. The transfer of the design from the model to the full-size aircraft was done with paper patterns in which holes were punched to mark the colour boundaries. An aerosol spray was then used to outline the boundary on the aircraft, the paper was removed and the painting begun. "Flying colors" is now seen regularly plying the South American routes as Braniff's flag-ship.
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