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Aviation History
1974
1974 - 1782.PDF
628 AIR TRANSPORT FLIGHT International, 7 November 1974 0-3:1. It has an MNE of Mach 0-82; at Mach 0-845 rudder application results in a negative rolling moment. With flaps up above 26,240ft a warning judder sets in at 140-135kt, 240-250km/hr. Wing drop occurs at 119-124kt, 220-230km/hr and an angle of attack of 14°-15°. In rough weather the Tu-134 is flown manually on an artificial horizon and restricted to Mach 0-75 and 500km/hr, 270kt IAS. The aircraft must not be banked beyond 15°. The usual descent power setting is 83 per cent down to 26,240ft; revolutions should not drop between 81 per cent above 16,400ft. Abrupt changes of power are avoided as they can lead to unpleasant fluctuations in cabin pressure. In an emergency the undercarriage is lowered—the main wheels lock down at any speed, but the nosewheel will not lock above 250kt, 470km/hr—and the Tu-134A descends at 8,800-9,800ft/min in a 15° nose-down attitude to al-25g flare at l,500ft-2,000ft. The Tu-134A is usually lined up on the runway with landing gear down and 15° of flap 3,000m from the start of the approach, which is made at 140-145kt, 260-270km/hr, using power to avoid a too-rapid sink. The flare is at 16-22ft, 5-7m. Power is eased off as the end of the runway is crossed and the aircraft is not allowed to float. At a height of about 3ft, lm, the spoilers are raised and the nose lowered. Three or four seconds after touchdown the brakes are applied the thrust reversers are cut in. The latter were introduced on the A model and cut ground roll by 650- 2,230ft, 200-700m depending on runway state. There has been some trouble with yawing induced by the reversers during ground roll, and a warning indicator is fitted. SKYTRAIN WRITS WITHDRAWN LAKER AIRWAYS has withdrawn the writs issued in the United States against Pan American, TWA, 3ritish Airways and British Caledonian (see Flight for October 24, page 528). The four carriers have amended their North Atlantic capacity agreement so as not to include a void clause which would have rendered it invalid if any other airlines were designated on the route. The decision has removed one of the remaining obstacles to Laker Airways' no-booking Stansted-New York Sky- train service. Still awaited, however, is formal approval from President Ford. The airline's chairman, Mr Freddie Laker, said last week of the new development: "I regard this as a victory for common sense and justice. The damages claimed were immaterial ... I will not stand by and allow other airlines to use unfair or illegal means to further delay the start of Skytrain. President Ford must now be fully aware of the seriousness of the situation and the imbalance of capacity between the United States and the United Kingdom carriers now that British Caledonian has withdrawn from the route . . . The continued breach of the Bermuda agreement by the United States is seriously affecting the British tourist industry, and the airlines ... I will continue my fight until the bitter end." The decision by the four airlines to amend their capacity agreement will have been taken with the know ledge of the American Civil Aeronautics Board and the ^^¥m^m/^m '$& ••*$iff^n?Pi^&$tiir/*jl ipJIS&llfl^llt •* -^sHc^ir* ~r British Airways' first TriStar making its official debut at the occasion of the opening of the new airport at Berlin Tegel. Aeroamerica recently acquired Modern Air and hopes to take over the latter's charter interests in Berlin. The Aeroamerica 720 carries the airline's striking orange, white and grey colour scheme British Civil Aviation Authority. In any event, it cannot have been strengthened by British Caledonian's decision to suspend its transatlantic schedule. The extent to which the two Government bodies were involved in the altering of the capacity agreement may well indicate some progress towards allowing Laker to begin Skytrain operations, but it is still unlikely that services will start before next spring. AIR TRANSPORT COSTS IF ONE needs to know how much US airlines paid for engines and airframes, or the comparative operating costs of their aircraft, the latest information is available in the second volume of Local Service Air Carriers Unit Costs, published by the US Civil Aeronautics BoardJ (see table). Covering the year ended on March 31, 1974, the volume is one of a regular series issued by the CAB which helps to ensure that US airlines remain efficient and competitive. A direct comparison of seat-mile costs cannot be calculated as seating capacities are not recorded. The report shows that in the six months ending on March 31 an average of $17-5 million was paid for each of the ten DC-lOs delivered to US airlines, some $15-3 million was paid for each TriStar, $900,0000 for a CF6 and $1-275 million for an RB.211. No 747s were delivered to US airlines during the six months under review. AIRWORTHINESS REVIEW UP TO 1,000 people are expected to attend the US Federal Aviation Administration's first biennial Airworthiness Review Conference* to be held between December 2 and December 11 at the Shoreham Americana Hotel in Washing- US LOCAL-SERVICE AIR CARRIERS' AVERAGE UNIT COSTS (COLLECTED BY US CIVIL AERONAUTICS BOARD) "Total Cost per Aircraft expenses Ramp-to- Airborne Stage Cost per aircraft per average ramp time time length block hr mile hop($) (hr) (hr) (miles) ($)t ($)t Available from the Civil Aeronautics Board, University Building, 1925 Counecticut Ave, NW, Washington DC 20428. 707 727 737 747 One-Eleven** DC-8 DC-9 DC-10 F-27/FH-227 1,833 863 470 5,381 392 1,769 441 2,352 192 2 37 1-45 0-98 3-76 0-83 2-33 0-96 2-37 0-66 209 1-22 0-80 3-38 0-68 206 0-78 206 0-55 970 522 297 1,692 214 948 294 971 111 774 598 480 1,430 472 758 460 992 291 1-89 1-67 1-58 3-18 1-83 1-87 1-50 2-42 1-73 * Reported expenses less depreciation and rentals. ** Based on figures for Allegheny only, t Results calculated by "Flight"
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