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Aviation History
1996
1996 - 3051.PDF
AIR TRANSPORT chantman has not been directly replaced, but "...the combination of the smaller Electra and the larger 727-200, which has a 25t payload, is enabling Hunting to grow its business," ex plains Guynan. "For example, although the nightly Belfast-Brussels [via Coventry] flight, which was die Merchantman's last regular ser vice, is now flown by an Electra, we will add a second flight from Belfast, operated by a 72 7, to the continent." According to Guynan, the Electra is more economical overall tlian die Merchantman. "Obviously, the Merchantman's investmentwas written down, so direct comparisons [with the Electra] are not possible, but on an hourly cost basis, it was more expensive to operate." Guynan says that, although he does not en visage the addition of more Electras, there is no timetable for die retirement of die type. "The aircraft is of failsafe design, and therefore has no real life limits. In theory, it could fly forever, given suitable investment," he says. Hunting's future fleet strategy, says Guynan, will be driven by the express-parcel carriers: "We are continuously examining various air craft types, and could add more Boeing 72 7s, or perhaps a widebodied type," he says. "We have an open-minded attitude and are always looking at opportunities...if someone approaches us with a proposal, we are always prepared to examine it." VANGUARD TO BRUSSELS Duringits final months in service, the Vanguard (to use its original Vickers name) was employed primarily on Hunting's DHL contracts and charters feeding cargo from Northern Ireland and the UK mainland into package specialist's DHL Brussels hub. Every weekday evening, the Vanguard was tasked with a Belfast-Brussels round-trip, via Coventry. Inbound from Belfast, Vanguard "Echo Papa" (G-APEP) arrived at Coventry at 21.35 on 20 September after its 1 h flight. On board were lit of cargo, and two experienced Vanguard pilots — CaptPeter Moore, Hunting's Merchantman fleet manager, and Capt David Smart. The Echo Papa, bearing its original British European Airways (BEA) name"Superb", dom inated the Reed Aviation apron. The Vanguard is large by turboprop airliner standards, occu pying about the same area as a Boeing 727-100. By 23.45, the relatively light cargo uplift (8,600kg) for Brussels was loaded and secure, and the cargo door closed. The Vanguard's vast flightdeck was a re minder of the days when dimensions were dic tated by crew comfort rather than cabin volume. The flightdeck window arrangement has no fewer than 11 large panes of glass, which offer excellent all-round vision. The aircraft was designed from the start for two-crew operation, and this was how Hunting operated it. "BEA flew the 'Guardsvan' [BEAs nickname for the Vanguard], with a third pilot for monitoring and checklist duties," said Capt Peter Moore (left) and Capt David Smart fly the Vanguard to Brussels. The Vanguard had its final landing on the short (500m) runway at the Brooklands Museum on 11 October, with Moore at the controls. The smaller Lockheed Electra (bottom) has replaced the Vanguard on some routes. Moore. "We got rid of the third pilot, but kept the checklist, which is therefore rather complex for two-crew operations." The Vanguard's centre console is equipped with -two sets of throttles, one for each pilot, straddling the single set of high-pressure (HP) fuel cocks. Using 28V DC electricity supplied from a ground power unit, the crew started the fourTyne 506/10 twin-spool turboprops, each rated at 3,760kW (5,050shp), in the sequence three-four-one-two. START-MASTER ACTIVATED The starting drill was quite straightforward, with the crew simply selecting, on the overhead panel, the start-master switch to start and then switching the individual engine's start/relight switch to start momentarily, and then to relight. After 10s, with at least 2,500RPM showing on the HP turbine, the HP cock was opened. Fuel flow, oil pressure and light-up was then con firmed and, once 4,000 HP RPM was achieved, the start/relight switch was selected off. The process was then repeated for the other three engines. While on the ground, the Tynes used a "beta" control system, which provided in creased thrust for taxiing by changing propeller pitch while the engine RPM (11,2 00 on the low- pressure (LP) turbine) remained constant. Some of the original equipment necessary for the aircraft's earlier passenger-carrying days had been disabled, such as one of the two cabin- pressurisation superchargers, and the propeller synchrophasers. The aircraft was, however, overendoweds with generators, explained Smart. "We've got electricity coining out of our ears,", he said, commenting on the fact that each engine was equipped with a 50kVA alternator, relics of the days when the aircraft carried up to 139 passengers on BEA's European network. Wth "Hunting' 462" cleared to depart, Smart disengaged the control locks and select ed take-off power (15,250 LP RPM), checked that turbine gas temperature • FLIGHT INTERNATIONAL 20 - 26 November 1996 39
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