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Aviation History
1974
1974 - 1714.PDF
570 COMMERCIAL AIRCRAFT OF THE WORLD Although the basic F.28 has a layout similar to the One- Eleven and DC-9, it bears about the same relationship to them in economic and operational respects as did the F.27 to the Viscount. The F.28 has about two-thirds the capacity of the larger short-haul twinjets mentioned and offers a cost per aircraft-mile some 25 per cent less. To go with this economic appeal for the less dense traffic routes, the F.28 has field- length requirements similar to those of the F.27. It is also a remarkably easy aircraft to handle; the rear-fuselage air brake gives very precise speed control. Fairchild Industries had ordered seven F.28s for sale in the US, but its franchise has been withdrawn and the aircraft re sold by Fokker. Fokker-VFW has a reputation for product improvement and it seems likely that the extended wingtips of the Mk 5000/Mk 6000 will be offered on the Mk 1000/Mk 2000. In the long term, versions with high^bypass-ratio engines could be offered and the refanned Spey 606 has been studied. F.28 orders: Air Nauru, 2; Ansett Transport Industries (Air lines of New South Wales, Mac.Robertson Miller Airline Services), 5; Aviaction, 3; Bonair-Germanair, 44; Braathens SAFE, 5; Fairchild Industries, 1; Garuda, 17; Iberia, 3; Itavia, 3; Linjeflyg, 3; LTU, 4; Martinair, 1; Nigeria Airways, 3; Pelita/Pertamina, 2; Aero Peru, 3; Government of Argentina, 1; Government of Columbia, 1; Government of The Nether lands, 1; Government of Nigeria, 1; THY, 5; Transair, 2; Eastex, 1; Ghana Airways, 2; Government of Malaysia, 2; People's Republic of Congo, 1; Australian Government, 3; LADE, 5; undisclosed, 1. Total, 85. Hawker Siddeley Trident 2E is in production in parallel with the short-range, boosted Super 3B. The Chinese Civil Avia tion Administration ordered six 2Es in 1971, followed by a repeat order for 12, plus two Super 3Bs, in 1972 and a further 15 2Es in 1973. It was a 1956 BEA specification for a short-range jet that gave birth to the Trident (now Trident 1). Three engines were chosen for greater operational flexibility and, in particular, to preserve the triplicated-system philosophy that formed the basis of an outstanding feature of the aircraft—installation of the world's first fully monitored and fail-safe automatic landing equipment. The original contract for 24 aircraft was signed in August 1959, the first flight was in January 1962, and the type entered service in April 1964. The Smiths Industries automatic land ing equipment in the Trident 1 is now completely developed for Cat 3b landings. Approval was granted in June 1965 for Autoflare to be used on public-transport service and in May 1967 BEA started to use Autoland. The original aircraft, however, was tailored extremely closely to BEA's requirement for the very short inter-city routes of Western Europe and did not fit easily into any other important market. Improvements were therefore made to the wing high-lift devices, the permitted operating weights were increased, more powerful versions of the Rolls-Royce Spey engine came along and the medium-range Trident IE was developed. The IE has more elaborate high-lift devices on a larger-span wing, and operates to higher permitted weights. Installation of the more powerful Spey 511s, which had been built for the developed BAC One-Eleven, completed the changes to enhance performance. The interior was also re arranged to give more seating capacity without increasing the overall dimensions of the fuselage. The Trident IE first flew in November 1964, a certificate of airworthiness was granted in September 1965, and first services (by Iraqi Airways) started on October I, 1965. On August 26, 1965, BEA finally defined the specification for a repeat-order Trident, and signed a contract for 15 Trident 2Es plus an option on ten more. BEA wanted an air craft to fly Beirut-London with 90 passengers. The Spey 512-5W, developing 11,9301b, 53kN thrust, was chosen, and the gross weight was increased to 143,5001b, 65,300kg. Fuse lage dimensions are essentially unchanged from those of the IE, but the seating capacity has been increased to a maxi mum of 149. To achieve the extra range, the 2E has an integral fuel tank in the fin and has been considerably cleaned up aerodynamically. The first 2E flew in July 1967 and operational service began in April 1968. Further orders from China and nations closely allied to China are a distinct possibility. Trident 1C orders: BEA, 24. Trident IE orders: Iraqi Airways, 3 (now sold to BEA); Pakistan International, 4 (now sold to CAAC); Kuwait, 3; fLIGHT International, 24 October 1974 Channel, 2 (now sold to BEA); BKS (now known as North east), 2; Air Ceylon, 1. Total, 15. Trident 2E orders: BEA, 15; CAAC, 33; Cyprus Airways, 2. Total, 50. Hawker Siddeley Trident 3B British Civil Aviation Authority approval for BEA to operate the Trident 3B in Category 3a was granted in September 1972. The time required for approval to be granted is symptomatic of the state of ground aids. Even now Cat 3a can only be flown at a limited number of airports. The aircraft was designed to meet the require ment for a high-capacity aircraft for medium/short-range routes. BEA ordered 26 Trident 3Bs, all of which have been delivered. The 3B is the first Trident to have a lengthened fuselage (some 16ft 6in longer, applied both in front and behind the wing) and seats from 130 mixed-class up to 171 all-tourist-class passengers. The three main engines are 11,9301b, 53kN-thrust Rolls-Royce Spey 512-5W/50s and there is a 5,2501b 23-4kN-thrust Rolls-Royce RB.162 lightweight turbojet mounted at the base of the fin to provide extra take-off thrust. The excellent thrust-to-weight ratio of the RB.162 (an engine developed originally for Vtol aircraft) reduces the take-off distance by some 1,800ft, 550m—or, alter natively, the payload can be increased by 14,5001b, 6,600kg. This is achieved by an increase in thrust of 15 per cent for a total rise in engine weight of only about 5 per cent. A Garrett-AiResearch APU is fitted. Compared with the Trident 1, the 3B delivered to BEA car ries 60 per cent more payload for only 20 per cent more operating weight empty, and the range is 25 per cent greater. The primary structure is to be cleared for a minimum crack- free life of 20,000 flights of 90min each, and the expected useful life will be 40,000 flights of 90min each. Incorporating the results of experience gained with the earlier versions, the Super Trident 3B is an extended-range version. The Super 3B range is some 430 miles, 700km more than that of the 3B. Trident 3B orders: BEA, 26. Super Trident 3B orders: CAAC, 2. Hawker Siddeley HS.146 The HS.146 is in jeopardy as this Survey goes to press. Work was due to cease last Monday, although talks are taking place between Hawker Siddeley and the British Government to find a possible formula for recovery of the project. The problems appear to be infla tion, which is pushing up the cost of development and produc tion and making it difficult for the company to quote a fixed selling price, and the troubled state of the airlines (see Flight for August 15, page 152, and Air Transport in this issue). Hawker Siddeley claims that the HS.146 feederliner will have seatnmile costs some 15 per cent below those of the aircraft it is designed to replace. Powered by four 6,5001b- thrust ALF502H high-bypass-ratio turbofans, it will be offered in two variants—one with 70 seats and the other with up to about 100. The British Government agreed to put up £46 million, while Hawker Siddeley will provide a similar amount and bear any cost over-runs. First flight is expected at the end of 1975 with service entry in 1977. Although Hawker Siddeley and Avco Lycoming have been involved in discussions with the airlines, no orders have been received. (Technical details of the HS.146 were given in Flight for October 18, 1973, and April 11, 1974.) Hawker Siddeley HS.748 The HS.748 is enjoying a boom in demand, according to Hawker Siddeley, with sales during 1973 and 1974 continuing at a high level. The large rear freight door has aroused a great deal of interest and orders for this version of the HS.748 have been placed by the Air
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