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Aviation History
1967
1967 - 2342.PDF
932 FLIGHT International, 7 December l%] AIR TRANSPORT... BEA FORECASTS LOSS THE half-yearly statement of BEA's results (for the first seven months of the 1967-68 financial year) shows a drop in net profit of nearly £4 million by comparison with the same period of 1966-67. In view of the highly seasonal nature of their business, BEA say that there will be a "small operating profit" for the current financial year, but, after charging interest, there will be a net loss. Provisional results for the seven months show an operating profit of about £8.3 million; after subtracting interest charges of £2.8 million, the net profit was about £5.5 million—or nearly £4 million less than in 1966. CONVAIR 660 AFTER a lapse of several years, General Dynamics are making another effort to get into the commercial aircraft manufactur- ing business with an entirely new type. Airlines are being canvassed for their opinions of the pro- jected Convair 660 for up to 88 passengers and powered by two Rolls-Royce RB.203-1 Trents and designed for short-haul markets at present being tackled by the Fokker Fellowship/ Fairchild Hiller F-228. According to details published in the Interavia Airletter and reproduced here, the 660 promises to have a greater payload-range than the similarly powered Fairchild Hiller F-228 and, despite higher permitted operating weights, an equally good airfield performance is claimed. An unusual over-wing engine location is chosen that should have the advantages of reducing wing bending moment yet be fairly high off the ground without requiring a long undercarriage and imposing a high-level floor. The forward cantilevering of the engines gives rise to a fairly lengthy tail arm and so the large door for freighter versions would be aft of the wing. CONVAIR 660 DATA Powerplant: two 9,7301b-thrust Rolls-Royce RB.203-1 Trents.Dimensions: span, 85ft 7.7in; length, 82ft; height, 31ft 4in; wing area, 815 sq ft; wing sweep (i chord), 19.5°. Weights: gross,62,5001b; max landing, 61,5001b; max zero fuel, 53,0001b; equipped empty, 35,7501b. Accommodation: max seating, 88 at 34in pitch sixabreast; total under floor volume, 580 cu ft. Performance: FAR take-off balanced field length (ISA, s.l., g.w.), 4,400ft; FAR landingfield length (ISA, s.l., max land wt), 4,200ft; payload-range, see diagram. Three-view drawings of the projected Convair 660 feeder jet and load/range curves. See story on this page Three-view drawings of the projected Lonvair bl (below) payload/range curves. Se story on this page •5/-* r\f\f~\ i 1.1 ., t — i i ' i "T • 'T "' '20,000 16,000 5 12,000 8.000 4.000 CAP PAYLOAD I7I6OLB.=88PASS.AT I95LB LONG RANGE CRUISEMAXCRUISE THRUST RESERVE 2OON.MI. + 3/4HR. TAKEOFF WEIGH1 62,500 LB FUEL WEIGHT II.58OLB FUEL WEIGHT I8.22OLB DC-9-40 TESTS START • THE first of the Series 40 DC-9 Variants for Scandinavian Airlines System, which have 12 on order, made its initial flight from Long Beach on November 28. It was airborne for 4hr 12min, flown by Mr A. G. Heimerdinger, Douglas chief test pilot, with Mr W. L. Ewert as co-pilot. The take-o weight was 95,0001b by comparison with the designed permitted gross weight of 114,0001b. The -40, which is designed for heavy traffic short-haul operations, has the same wing as the -30, but a fuselage 6ft longer, with accommodation for up to 125 all-economy passengers, and P & W JT8D-9 engines of 14,5001b static thrust—or 5001b more than that of the JT8D-7 in the Srs 30. Initial deliveries to SAS are scheduled for next spring. NEW YORK-MOSCOW SOON? TALKS between the Soviet and US authorities in Washington about the long-planned New York-Moscow service were con- cluded on November 29 with reported agreement on all out- standing technical details. The target date for starting the services by Aeroflot with the 11-62 and Pan American with 707s and/or DC-8s was, when we went to press, December 15, but a Foreign Air Carrier Permit from the CAB, with appro- priate approval also for Pan American from the USSR, had still to be issued. Agreement was reached during the talks on passenger liability for Aeroflot and on the navigation equip- ment to be carried by the 11-62, which has been shown to be capable of meeting the noise requirements of the Port of New York Authority at Kennedy. During its stay in the USA, the 11-62 also landed at Boston (Logan) and Philadelphia as well as Dulles, Washington and Kennedy, New York. Pan American were expected to make a proving flight to Moscow, leaving on December 3, with landings at Leningrad Airport as well as Moscow. A weekly return flight is scheduled by each airline during the winter period, increasing to twice-weekly in the summer. B IO 12 14 16 Rang* (st miles x IOO) 2O 22 23 Non-stop Long Beach-Ziirich The first DC-8-62 for Swissair was delivered recently with a non-stop flight from Long Beach to Zurich—a distance of 5,290 n.m.—in llhr 20min. It is due to go into service on January 31. Swissair has five more DC-8-62/62Fs for delivery. _L.•;..;.;••.._-.~~.;j - ^ j^-,.... , .. That Strange-looking 11-18 Readers of the early copies of last week's issue of Flight will be surprised to find (caption on page 895) that the 11-18 has appeared in a new form with four aft-mounted turbofans—and looking exactly like an 11-62. First Ovil Frelon Order A Norwegian company, Fana Investor, has ordered a Sud Super Frelon SA321J, which will be stationed at Sola to serve a drilling ship some 200 miles from the Norwegian coastline. It will be operated by Northsea Air. The civil SA321 has recently received a civil C of A for general work. Davall Recorders for Trident 2E BEA are to fit their I5 HS Trident 2Es with Davall flight-data recorders and the associated equipment forming part of the complete Plessey acquisition system. The requirement calls for 36 recorders- BEA sponsored the original Davall re-cycling wire recorders- The developed version, in its "red egg," will retain a record even in the worst crash case and when subjected to tempera- tures in excess of l,000°C. Another Super for EAA The expected order by East African Airways for a fourth Super VC10 has now been confirmed and announced; the airline also has a fifth on option. Delivery will be in 1969. EAA's present Supers are normally laid out with 111 economy class and 14 first-class passengers, and have an amidships cargo compartment with large door and BAt cargo-handling system. They are used on services to Europe. including London, Aden, Karachi and Bombay from the three East African capitals of Nairobi, Entebbe and Dar-es-Salaarn-
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