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Aviation History
1974
1974 - 1707.PDF
FLIGHT International, 24 October 1974 A300 B4 orders: Air Siam, 1 plus 1 option; Iberia, 4 plus 8 options; Lufthansa, 3 plus 4 options; Sata, 1. Total A300 orders (including undisclosed customer): 48. Antonov An-24 is the Soviet Union's equivalent of the F.27, HS.748 and YS-11; it was conceived around 1958 and the first prototype flew in April 1960. The aircraft was originally intended to be a 32/40-seater, but by the time it appeared the capacity had been increased to 44-50 seats and has since remained at the same level. The first services with Aeroflot took place during late 1963. The initial version, the An-24V Series I, which is powered by 2,550 e.s.h.p. Ivchenko AI-24s, is now out of production. A more powerful version, the An-24V Series II with water injection available, is being built, as is the AN-24RV which has a 1,9851b, 8-85kN-thrust Type RU 19-300 auxiliary turbojet mounted in the rear of the starboard nacelle. The purpose of this unit is to provide air for starting the main engines, and to serve as an emergency thrust unit in the event of an engine failure. The booster enables full payload to be lifted from limiting airfields up to 9,840ft, 3,000m above sea level and at ISA+30CC. It also greatly improves stability and handling following failure of one of the turboprops in flight. The maxi mum take-off weight is increased by 1,7601b, 800kg at s.l., ISA, and by 4,4101b, 2,000kg at si.,ISA+30°C,by use of the turbojet. Seen at Paris in 1967 for the first time was a cargo-carrying version, the An-24T, now known as the An-26. This version has an upward-hinged ventral door to give straight-in loading of vehicles and, by means of an electrically powered overhead winch, of static loads weighing up to 3,3001b, 1,470kg. Total capacity is 9,9201b, 4,500kg. An-24/An-26 orders: Aeroflot, 600; Air Guinea, 4; Air Mali, 2; Air Mongol, 5; Balkan Bulgarian, 8; CAAC, 2-plus; Cubana, 8; Interflug, 7; Iraqi Airways, 2; Lebanese Air Transport, 1; Lina Congo, 2; LOT, 17; Tarom, 20; United Arab (Egyptair), 9. Total built: 900-plus including 687-plus civil. BAC One-Eleven In the last year orders have been received from the Department of Defence of the Sultanate of Oman for three One-Eleven 475s and from Philippine Airlines for two additional Series 500s. This allowed the production line to re main open, but only just. At Farnborough, however, BAC told Flight that it is looking at the size and composition of a new batch of 500s and 475s so a further round of orders, perhaps from Romania, could be in the pipeline. Now on offer is a 120in X 73in freight door which is manufactured by BAC and can be retrofitted to existing One-Elevens. The three 475s sold to Oman will have the door. A new batch of One-Elevens would benefit from a series of improvements in- equipment and systems. Full hushkits are available for delivery in 1976 and customers will be able to fit, or retrofit, any combination of the component parts as noise legislation dictates. Continued development of the One-Eleven was in doubt after the British Government helped to launch the HS.146. A considerable amount of money would be needed to launch the stretched Series 700 project (see below). Key to the One- Eleven's future is the British Airways Regional Division's order for a Viscount replacement. The aircraft was originally conceived as a jet replacement for the Viscount, similar in seating capacity and range but cruising 180 m.p.h., 288km/hr faster than the fastest Viscount. Subsequent developments, notably of the 500 and 475 series, have considerably widened the appeal of the type. The air-^ gravel-surfaced runways. The decision to go ahead with ar? initial batch of 20 aircraft was taken in April 1961 on the strength of a BUA order for ten. The original Series 200 version was certificated in April 1965 and entered service soon afterwards with BUA and Braniff. The 200-series had 10,4101b, 46-3kN-thrust Rolls-Royce Spey 506-14s; in its first five-and-a-half years of service the type established a first-class reputation for reliability and efficiency. In many situations it demonstrated the lowest operating costs per aircraft-mile of any jet, while showing a level of seat-mile costs comparable with those of larger aircraft. In May 1963 BAC announced the more powerful, heavier and longer-range Series 300 and 400 One-Elevens designed to extract the maximum potential from the Spey-25 Mk 511. The airframe was virtually unchanged, but the higher permitted operating weights were the outcome of encouraging experi ence during structural testing. The 400 (at first with a gross weight of less than 80,0001b, 36,400kg, to conform with the contemporary US upper weight limit for two-crew operation) received a big boost from an American Airlines order in July 1963. When the arbitrary weight limit was abolished the 400 series was re-certificated at the higher gross weight intro duced with the otherwise identical Series 300—no longer separately identified. The first Series 400 flew in July 1965 and the type entered service with American Airlines in March 1966. American disposed of its One-Elevens as they became too small and many have been sold as executive and business aircraft. On January 27, 1967, BEA ordered 18 97-seat One-Eleven 500s for scheduled service, initially on the airline's internal German routes. The order was backed by a £9 million British Ccraft is now certificated for operation from unpaved and" Apart from the production of completely new Series 700 One-Elevens, BAC is also proposing that current Series 500s could be converted to gain many of the benefits of the new project. Exact modification would depend on the requirements of the operator and the age of the Series 500 Government contribution towards the cost of development. The 500 has been designed for economic operation on short- haul services and, despite higher permitted operating weights, it has a better airfield performance and more payload-carry- ing ability than has the Series 400. Key to the performance was the more powerful Spey-25 Mk 215-14 as specified and already Government-financed for the BEA Trident 2E. The wingspan is also increased and the fuselage is 13ft 6in, 4-lm longer to accommodate up to 119 passengers in a high-density layout; there is 45 per cent more baggage volume. In a nut shell, the 500 is 25 per cent bigger than the 400 and is claimed to have 15 per cent lower seat-mile costs. The aerodynamic prototype One-Eleven 500 with Spey-25 Mk 511s (actually a modification of the Series 400 development aircraft) first flew on June 30, 1967, six weeks ahead of schedule. The first true 500 with the Spey 25 Mk 512 flew in February 1968 and the type C of A was awarded on August 15, 1968. The first handover to BEA was in July 1968. In March of that year BAC announced heavier versions of the 500 with more power and payload-range optimised for European inclu sive-tour operators. Several leading British independents have ordered this version. Latest development in the family is the One-Eleven 475, which is designed to enable the sphere of One-Eleven opera tion to be further extended. It combines the fuselage size of the 400 with the bigger wings, more powerful engines and Inserted 100 inch fuselage section Strengthened centre-section Inserted 44 inch fuselage section Local strengthening Strengthened wings 700 Series landing gear Revised underbelly fairing Spey Mk 605
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