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Aviation History
1989
1989 - 3550.PDF
Novair took delivery of its higher-gross-weight 747-400 in March Novair's heavier 737 SIR—In the Commercial Aircraft of the World survey (Flight, 7 October) the Boeing 737-400 operated by Novair was not inc luded. It has higher all-up weights, as follows: ramp weight, 150,0001b (68,265kg); take-off weight, 150,0001b (68,038kg); landing weight, 124,0001b (56,245kg); zero fuel weight, 117,0001b (53,070kg). The other details given for the 737-400 powered by the CFM56- 3C engine are the same. CAPTJR KENTON-PAGE CHIEF PILOT Novair International Airways Gat-wick Airport . West Sussex RH6 0SD Sunshine and clouds SIR—I recently travelled on a Lufthansa Airbus like the one mentioned by Peter Planyavsky (Letters, 30 September). During the flight, rays of sunshine shone through the windows as the air craft made a shallow turn. Ciga rette smoke, highlighted by the infusion of sunlight, hung in the air all around me. Despite sitting in the middle of the business- class non-smoking area, the air was polluted with cigarette smoke. In contrast, when I flew on USAir, smoking was not allowed because the flight was less than two hours' duration. The differ ence was unbelievable: clean, clear air; no burning eyes; no stuffy nose; no smelly clothes; no smoke residue on hands or face. The flight was quite literally a breath of fresh air. Could it be that because pas sengers have not experienced the joys of a smoke-free cabin since the Zeppelins, they therefore do not realise the advantages—in cluding safety—of an aircraft cabin without cabin smoke? PAUL CECIL 840 Martin Eugene OR 97405 USA Sunderland modifications DEAR UNCLE ROGER—The out ward-pointing engine nacelles of the Sunderland HI (Straight & Level, 21 October) were noticed and could be clearly seen on the wartime aircraft-recognition charts. After fast taxi trials, the proto type aircraft was returned to the hangar for modification. This consisted of inserting 4in blocks between the wings and the front- spar attachments. The centre of gravity problem was the result of removing the 37mm COW gun from the nose position and the manually oper ated two-gun turret (Anson type) from the tail in the aircraft specification. The repercussions were felt when the flak U-boats were en countered. One of our pilots, Fit Off Danbury, shadowed two flak U-boats and a patrol U-boat for two hours, finally sinking the patrol boat, circa July 1943. He was awarded the DSO for a very courageous deed. W L HOWELLS 15 Cranford Park Drive Yateley Hampshire GV17 7JR Ozone eater SIR—Comment states: "Western political argument increasingly centres on the preservation of the environment as an intellectual issue" (Flight, 2 September). Hardly so, when the majority of world experts agree that the en vironment is being eroded— in many cases irrevocably destroyed. The Russians claim that "the Space Shuttle destroys 1 million tonnes of ozone during each launch". In the same article (Flight, 12 August, P 17) it is stated that the "Delta booster destroys 8 million tonnes of ozone during each launch". As far as I know, the link between the destruction of ozone and the incidence of skin cancer is an established fact. Or is cancer an intellectual issue? JOSEPH SPITERI Bablo NaxxarRoad BKara Malta Still CHIRPing SIR—The Civil Aviation Author ity is very grateful to Roy Skinner (Letters, 16 September) for all the work he put into the Confi dential Human Factors Incident Reporting Programme (CHIRP). I can assure him and all Flight's readers that it continues to have the full backing of the authority. It is, in fact, to receive increased funding so that its administra tion can be organised to interfere less with the research tasks of the RAF Institute of Aviation Medicine. DRG BENNETT CHIEF MEDICAL OFFICER Civil Aviation Authority Safety Regulation Group Aviation House Gatwick Airport West Sussex RH6 0YR November 23 RAeS Bedford Branch/ IEE lecture, "Airfield Lighting'—past, present and future", by A J Smith. 20.00, Ringer Halt, RAF Henlow, Beds Tel: RAeS, 01-499 3515. November 29 RAeS Gloucester & Cheltenham Branch lecture, "Safety- critical Hardware Design and the Viper Microprocessor", by Dr C H Pygott. 19.30, Dowry Cinema. Tel: RAeS, 01- 499 3515. November 29-30 RAeS conference, "The Estimation and Control of Engi neering Support Costs—civil and mili tary practices compared". Royal Aero nautical Society, 4 Hamilton Place, London W1V 0BQ; tel: 01-499 3515. November 30 RAeS Derby Branch Sir Henry Royce Memorial Lecture, by Sir Ralph Robins. 18.00, Darwin Suite, Derby Assembly Rooms, Derby. Tel: RAeS, 01-499 3515. WIMT'S ON December 5-14 CAAS/FAA airworthi ness management seminar. Singapore. Tel: Superintendent, Civil Aviation Training Centre, Singapore, (65)- 4816160; fax: (65)-4811532. December 6 RIN meeting, "Minimum Bridge and Flightdeck Requirements for Safe Operation of Ships and Air craft". 09.30, HQS Wellington, Victoria Embankment, London WC2. Tel: Royal Institute of Navigation, 01-589 5021. December 7 InstMC symposium, "Mi croprocessor-based Protection Sys tems". London. Contact: Angela Loner- gan, Institute of Measurement and Control, 87 Gower Street, London WC1E 6AA; tel: 01-387 4949. December 8 Delft University sympo sium, "Man-Machine Interface Aspects in Civil Aviation". Electrical Engineer ing Building, Mekelweg 4, University of Technology, Delft, Netherlands:* Tel: Het Avionica Dispuut, 015-786248; fax: 015-786190. J December 11-12 ESC conference, "Avi ation Law Operations and Claims". Churchill Hotel, London Wl. Contact: European Study Conferences, Douglas House, Queen's Square, Corby, North- ants NN17 1PL; tel: 0536 204224. The opinions expressed in these pages do not necessarily represent those of the Editor. Flight Inter national reserves the right to select or edit letters. M FLIGHT INTERNATIONAL 15-21 November 1989
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