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Aviation History
1974
1974 - 0078.PDF
72 MIT THANSPOSFTV, FLIGHT International. 17 January 1974 LIGHT COMMERCIAL wmsmmmismmmmmm & BUSINESS m IST"" - J Aerospatiale reviews helicopter year Orders worth 1,350 million francs were received by Aerospatiale's helicopter division during 1973, representing sales of 249 helicopters to 39 countries. Exports accounted for sales to the value of one billion francs. Aerospatiale emphasises the success of the Puma and the Lama, the former having proved suitable for off-shore operations. The SA360, which is intended ultimately to supersede the Alouette 3 in pro duction, is being prepared for certification tests following a successful development phase involving the use of two prototypes. Tooling is in hand with a view to first deliveries being made in late 1975. The first flight of the twin-engined SA365 version is also scheduled for 1975 but one of the SA360 prototypes is to be converted into an aerodynamic model for tests before the first SA365 is completed. Government-owned aircraft visiting Heathrow recently included a Turkish Cessna 4028 and a Spanish Falcon Beech holds 1973 production Commenting on trading re sults for the first quarter of Fiscal 74, Beech president Frank Hedrick said, "Our domestic markets are stable despite the current energy situation. International sales are continuing to increase and prospects for additional growth are excellent . . . Our operations are presently geared to 1973 levels and will continue until such time as we have a better definition of any effect's on our fiscal outlook." Cessna refines for 1974 Small refinements rather than major changes characterise the 1974 models of Cessna twin designs. An optional lightweight air-conditioning system is made available for the Model 340, which other wise shares with the 400-series aircraft such refinements as epoxy-finished undercarriage units to reduce abrasion effects, more brilliant taxi lights mounted on the nose undercarriage and inertia-reel harnesses for the crew. The series 2 Cessna 340 is equipped as standard with full IFR avionics and the price has been held at the figure set when the model was introduced in 1972 of $127,500. Current prices for other models include 421, $205,500; 414. $153,500; Pressurised Skymaster, $79,950 and Skymaster. $53,775. A wide variety of developments has been introduced on the Skymasters including a new hydraulic door mechan ism, new propeller synchroniser, redesigned long-range fuel system and reduced flying control friction. The most significant alteration to the 310 models is the introduction of a separate bus-bar to supply avionics, which allows the use of a radio master isolation switch. l^Zm „;<L Gust lock engaged "The condition of the flying controls and the elevator gust lock attachment spigot was consistent with the elevator gust lock having been in place at impact" says the report of the British Chief Inspector of Accidents into the fatal take-off crash of Hansa Jet D-CASY near Blackpool Airport on June 29, 1972.* The report notes that the gust locks, which the captain was in the habit of using, comprised separate elements which were normally attached together to ensure that all were removed. Because the com plete system, including webbing straps to the control wheel horns, hindered access to the pilot's seat, it was sometimes separated and was reported to have been so on D-CASY. There was no interconnection between the gust locks and the power levers, so full power could be obtained with the locks in place; later aircraft have been modified to introduce an interlock. The report notes that no specific reference to the removal of control locks was made in the pre-flight checklist though stick-shaker function and control free movement were required to be cleared before starting the engine. It is possible that the flow of the captain's checks was dis turbed by messages regarding the delayed arrival of two passengers; when they, eventually, cancelled their flight a revised fuel load and flight plan was called for which may have provided a distraction to the two crew members, It is noted from the evidence of the sole survivor that there were signs that the aircraft was being operated by the first officer under supervision. The decision to abandon the take-off was taken when the aircraft had rolled 1,525m along the 1,830m runway and at a speed later computed to have been 149kt. The wheels did not leave the ground and the report notes that the design and performance of the aircraft is such that with the ele vator gust lock in position the Hansa Jet is incapable of unsticking. A film-type flight data recorder was fitted to the aircraft but it was of a type not protected against fire. It had been subjected to prolonged heat and a read-out was not possible. It is now a requirement of the Federal German Regula tions that flight data recorders should survive a severe shock or fire and provide a read-out. * Civil Aircraft Accident Report 15/73; Her Majesty's Station ery Office, price 3112P.
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