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How many do you recognize? Pilot's air view of 6 of the 390 worldwide Delivery Points for Chevron International Products. Chevron International is international. We publish an international Airport Directory that lists Chevron International products are available at more than major airports throughout the world at which Chevron prod* 50 major airports and 340 marine ports around the world. ucts are available. For your free copy, ask your local Chevron International representative. We have achieved our international status by supplying fuels and lubricants to the airlines of the world, ever since Lind­ As for the cities above, you probably recognize them as; bergh took off for Paris in the Spirit of St. Louis. 1. London 2. Bangkok 3. Rome 4. Hong Kong 5. Melbourne 6. Beirut Our growth and continued service to airlines testifies to the exceptional quality of both our products and our service.

Chevron Chevron International Oil Company SAN FRANCISCO • NEW YOHK • LONDON Thursday 23 July 1970 Editor Number 3202 Volume 98 Founded in 1909 J. M. Ramsden First aeronautical weekly in the world Assistant Editor Humphrey Wynn, BA Official organ of the Royal Aero Club Technical Editor Incorporating "The Aeroplane" Michael Wilson, BSc, CEng, FBIS. AFRAeS [FUl&ifir © IPC Business Press Ltd 1970 Assistant Editor (Air Transport) IMTERINJATIOMAL David Woolley ibpa Assistant Production Editor Barry Wheeler International Business Press Associates Editorial Staff John Bentfey Hugh Field Charles Gilson Peter Mlddleton Tony Smith Publishing Director Maurice A. Smith, DFC Tom Hamill (air photography) Advertisement Manager Photographic Librarian David Holmes Ann C. Tilbury Ce n'est pas la co-operation Our French contemporary Air et experience were indispensable. Haw­ aircraft field in cases where coUa­ Cosmos says that the Three-Eleven ker Siddeley is against the BAC boration is government-sponsored." is a test of Mr Heath's goodwill Three-Eleven too; but subcontracting Excepting Concorde as advanced towards Europe. "Inescapable as it to Europe, though profitable business technology, he added that manufac­ is that Rolls-Royce occupy, in the for a particular company, is not the turers selected and financed by engine area, a very strong world best long-term formula for the governments had no incentive to be position, then we must recognise British aircraft industry as a whole. competitive, "and if the manufac­ that it is the French aerospace This industry has always accepted turers are not competitive they will industry that has become die Euro­ that, in collaboration, it must be not get the market nor will they pean pivot so far as airframes, prepared to give more than it gets deserve to get it." helicopters, various missiles and in the short term. But the systematic space research, not to mention many The Three-Eleven is no more of transfer of British technology and an affront to Europe than is categories of equipment, are con­ experience to Europe is reaching cerned ... To launch the BAC Dassault's Mercure, aimed at the almost suicidal proportions. As the Three-Eleven project would be same market, or the Mirage G.8, Electronics Engineering Association equivalent to Great Britain mis­ which competes with MRCA, or reading these facts . .." has said, "the terms imposed [on Snecma's M53, which challenges Jaguar] were such that an enormous Rolls-Royce. This is the true voice of the French amount of knowhow and develop­ The pivot of European experience aircraft industry. While the implied ment experience were given to in commercial transport aircraft is proposition may be acceptable to France without any corresponding BAC; this is accepted in the US Rolls-Royce, and to some of the benefit." According to Elliott Flight airline market, and France should "Major Thompsons" in the Ministry Automation, the British Government not misread this fact. of Technology, it must be totally endeavours to persuade British com­ rejected by Mr Heath and his panies "to hand over the knowhow ministers. The British aircraft indus­ to the joint-venture paetners." IN THIS ISSUE try is too priceless a national asset It is fair to say that French to be traded away for membership chauvinism has been given comfort World News 104 of the Common Market or for by the British Government, whose Parliament 106 anything else. classic appeasement was perhaps Air Transport 107 Mr Rippon will no doubt hear the famous no-more-major-aircraft Light Commercial 114 similarly from his French colleagues. policy—still believed in France to be Private Flying 115 He may remind them that in 1962 valid. As the SBAC has said, "to Concorde, with its 95 per cent British state in advance that British industry Marfa teach-in 118 aerodynamics and 100 per cent will undertake no major project Industry International 121 British power, was intended to be alone . . . places the industry in a Buoyant in survival 122 proof of Britain's goodwill towards hopeless negotiating position." Fifty years of McDonnell Douglas 123 Europe, and that it was rewarded The Three-Eleven will, of course, by General de Gaulle's veto of 1963. be a competitor for the A-300B, and Flight recorders 134 Mr Rippon might also recall the it is a pity that Europe should divide Letters 138 A-300B conditions which Britain its share of the Caravelle/One-Eleven/ Spaceflight 139a laid down in public (many times) DC-9/Boeing 737 replacement mar­ Defence 141 before withdrawing: firm orders for ket. But this is a 2,000-aircraft 75; fixed-price contract; and Rolls- Straight and Level 144 business, and it is almost certainly Royce engines exclusively. These big enough to sustain three or four conditions were not fulfilled. Hawker Front cover: in the assembly hangar at Long Siddeley maintained a major share professional suppliers over the next Beach two McDonnell Douglas DC-10s take 20 years. shape. The fin is added after the aircraft has in the project, notably the wing, but been towed across the airfield to the new "final Mr Geoffrey Knight, chairman of functions and customer building." Although the British company was not given not distinguishable in this photograph, many of this work as a favour: its technical BAC's commercial aircraft division, those working on the aircraft are women. has said: "There are serious dis­ "Flight's" anniversary record of MD's jubilee capacity and commercial airline begins on page 123. Roll-out of the first DC-10 advantages in the commercial is due today FLIGHT International, 23 July 1970

obliquely worded and of little value. Israel's Offensive Blunted? It has yet to be established whether there is a link between the Conway With the destruction of a Phantom at successes against Israeli aircraft with failure on Foxtrot November and that low altitude over the Suez Canal last SA.3 missiles, which have a low-level which occurred on BOAC 707-465 Saturday, July 19, the Israeli Air Force capability and some of which have been G-ARWE on April 8, 1968. In the for­ has already lost either four or six of sited (Flight, June 25) so as to protect mer case a fatigue failure of the fifth- these aircraft during this month (reports the SA.2 positions along the west bank of stage low-pressure compressor wheel of of the actual total vary). The aircraft the Suez Canal. The SA.3 systems are No 2 engine initiated a fire in which five shot down last Saturday was in the so- operationally effective between 300ft and people subsequently died. Following the called "red zone" missile area 15 miles 3,000ft, 91m and 915m, and it looks as Whiskey Echo accident three alternative west of the canal. July 19 was the 58th though they are successfully impeding courses of action were formulated by consecutive day on which [AF aircraft the Israeli Air Force in its hitherto Rolls-Royce, the ARB and airline opera­ had operated along the Suez Canal, but unmolested penetrations of Egyptian tors. They were in order of preference: it was the first time for ten days that the airspace as far west as the Cairo area. to fit a strengthened disc; to fit zero-life Israelis had struck against the zone. After last Saturday's success against a old-pattern discs or to tighten inspection tolerances and replace old discs which In announcing that a Phantom had Phantom an Egyptian military spokes­ man commented that "the enemy used met the new high tolerance requirement. been destroyed, the Egyptians said that The recommendations were purely ad­ it was flying at low level, but did not a new method of raiding our positions, but our air defence systems engaged the visory and it has been up to the airlines specify whether a missile or anti-aircraft to decide what action to take. The TBO gunfire had shot it down. low-flying Phantoms and scored a direct hit against one of them". and flight-cycle life of the component To date, Egypt has not claimed any were not changed. At the time of the Foxtrot November incident seven engines in BOAC service had not come under any of the above categories, but BOAC Conway Failure already been observed by those on all now meet one of these standards. On June 22, Flight learned last week, board. Those in Foxtrot November, however, a BOAC Boeing 707-436, G-APFN, BOAC last week stressed, however, did meet the advisory requirements. suffered an eighth-stage h-p compressor that indication of serious engine failure Last Monday, July 20, the ARB disc failure of No 1 engine at 400ft soon in the cockpit was followed by the working group held a discussion with after take-off from Heathrow at 2133 correct drill, which includes cutting off Rolls-Royce and BOAC at which recom­ GMT. The aircraft was departing for the fuel supply and operating the mendations for further improving on the Teheran. A fire broke out and the air­ extinguishing system. The report on the above situation were formulated. The craft landed some 8 min later at a high incident, according to BOAC, stated that ARB council will decide on a line of weight. There was no fire indication in the Are was out within about one minute. action today. The cause of the 1968 the cockpit; metal from the disintegrating After the aircraft landed it was brought Whiskey Echo Conway fatigue failure has Conway compressor disc severed the to a halt for a visual inspection by the still to be established. fire-warning system wires and damaged fire services, who confirmed that the fire the extinguishing system. The presence of was out. Passengers were disembarked the fire was observed by air traffic about 20 min later by steps. control (the incident occurred at night) Some BOAC pilots are worried Under the wraps The prototype McDonnell and the captain was advised; it is not because information on the incident Douglas DC-10 being readied for its roll-out clear whether the glow of the fire had circulated to them was, in their view. at Long Beach today, July 23. See story page 123

f*1»r* i FLIGHT International. 23 July 1970 105

SENSOR

Israel Aircraft Industries intends to de­ liver 24 of the new stretched 1123 Commodore Jets to American customers during 1971. Deliveries will build up mm to three a month in 1972. The US market is expected to take 95 per cent of total sales. IAI has plans for • •• «;:r*».i. a further growth version of the Com­ modore Jet and also for the Arava Stol utility twin which will be stretched from a 20-seater to a 32-seater. Corvette Airborne Corvette's Bow The prototype Snias Total research and development cost The Snias SN.600 Corvette made a Corvette landing after its first flight on July for the Panavia 200 avionics is more successful first flight at Melun-Villaroche 13. See accompanying news item than £50 million. About a third of the on July 13. Pratt & Whitney JT15D-6 price of each aircraft (£1.5 million ex­ engines have been fitted for the first cluding R&D) will be avionics, in­ cluding auto-pilot and flight system, stage of flight testing but production nav Iattack, air-data computer, engine aircraft are expected to be powered by and fuel management, head-up displays, the Snecma Larzac M-49. Test pilot for was second, flying his Pitts Special, and and instrumentation. the first flight was M Robert Briot and Charlie Hillard in the Spinks Akromaster the all-up weight for take-off was was lying third. Herendeen was second The need to help arrest a serious aero­ 5,200kg. During the flight, which lasted in both groups, and Hillard was third in space landslide in America may force 43min, the Corvette was accompanied by the second group, while Arnold Wagner a decision in favour of a much simpler a Meteor chase aircraft. space shuttle in order to get the pro­ was third in the first group, flying the gramme moving as soon as possible. unique Akrostar (described briefly on The advantages are that it could pro­ Farnborough's International Entrants page 117 of this issue). As for the ceed from a much, smaller technical At least ten aircraft from overseas British team, the two highest placed were base and with less risk involved. This are participating in next month's Exhi­ Neil Williams at ninth and James Black scheme would tie in financially with bition and Flying Display being staged at 15th. the tentative design for an internation­ ally manned space station planned for by the Society of British Aerospace The third group is the one which 1976 to mark the 200th anniversary of Companies at Farnborough, Hants, from provides the competitors with some the United States. September 7 to 13. Among such types freedom, as they select the manoeuvres represented will be the Fokker F.28 and fly a free programme—to the Aresti The Chinook and the CH-53 are Fellowship and F.27 Friendship; Soko rules. The finalists then fly another free equally acceptable to the RAF as its Galeb and Jastreb; Macchi MB.326; programme. heavy-lift helicopter. The RAF's tar­ Grumman Gulfstream 2 and LTV A-7 The championships close next Sunday, get is 45 aircraft, but it would be pre­ Corsair; and DHC Twin Otter. These pared to accept 15 as a working July 26, with the first World Festival of minimum. aircraft appear under the special SBAC Aerobatics, sponsored by the Daiiy Mail, rules which permit types of any at which leading competitors will give Despite the cancellation of AA-107 by nationality to appear "provided they demonstrations, with European Air Force the RAAF, BAC sees a big potential are powered by British engines and/or aerobatic teams also participating. market for very light strike aircraft carry a substantial proportion of British and advanced trainers, and is con­ equipment and are sponsored by a tinuing to study such designs, using Russian Transport Lost single Adours or Viper 600s. One such member company." A Soviet Antonov An-22 was declared project, the P-59, is a variant of the The BAC/Snias Concorde 002 pro­ overdue at Halifax, Nova Scotia, on AA-107 with a fixed wing and non- totype is making its public debut at the Saturday, July 18, after failing to arrive reheated engine. Farnborough display on days when its from Keflavik. The aircraft was one of About 60 scientists at present working flight test programme permits. Both a stream carrying relief supplies to Peru on aeronautical research in the Aero­ single- and two-seat versions of the and was understood to have 23 persons dynamics Division of the National Sepecat Jaguar are scheduled to appear on board. Physical Laboratory are believed to be in the flying programme; so are the involved in a transfer to the Royal Snias/Westland SA.330 Puma and SA.341 Premium on Noise? Aircraft Establishment, which is due to Gazelle helicopters. begin on October 1. Industrial aero­ The need for expansion of Stansted dynamics and acoustics have recently Airport is one of the major problems combined to form the Environmental World Aerobatics facing the British Airports Authority, its Engineering Branch which will continue The final preliminary group in the chairman, Mr Peter Masefield, told the to be based at Teddingion. Some of World Aerobatic Championships was gathering at the opening of Lloyd Inter­ the high speed wind tunnels and other being flown off last Monday at Hullav- national's new Stansted offices last week. equipment are likely to be relocated ington, Wilts. Weather had interrupted "We have an obligation," he said, "to eventually at Farnborough or Bedford. proceedings only on Sunday, when no meet the requirements of our fellow air­ Lockheed Georgia is to stop develop­ flying took place. There have been some lines while at the same time honouring ment of the ^planned three-engined minor weather hold-ups in the mornings, our agreement specifically not to start commuter version of the JetStar. but afternoon and evening flying has any expansion of Stansted ahead of a Probable delays in delivery of the made up for this. decision on the third London airport." engine, the new AiResearch ATF3-A-3, The results up to last Monday showed Mr Masefield pointed out that the would mean that the new aircraft that Igor Egorov of Russia, flying a problem had been illustrated by the could not enter service until 1975, which Lockheed estimate would be Yak 18P, was in first place, having won erection by Overseas National Airways of too late. A new wing for the present both Group 1 (the known compulsory an overspill marquee to handle its JetStar is still being considered and the sequence) and Group 2 (the compulsory passengers at peak periods. "Once the company claims that such a modifica­ sequence published 24hr before fly-off). third London airport is in being the tion could add 1,000 miles, 1,600km The Americans have really made their future of Stansted, together with Luton to the range using the same JT12 mark so far, holding the next two and Southend, will have to be renewed," engines. positions on aggregate. Bob Herendeen he commented. The Airports Authority 1 06 FLIGHT International, 23 )u)y 1970 WORLD NEWS ...

chairman went on to reveal that talks were taking place between the BAA and the Port of New York Authority on the possibilities of charging lower landing fees for quieter aircraft. Noting current progress towards noise reduction, he said that a financial incentive toward this end was an attractive idea.

Dismembering Handley Page The physical disposal of the assets of Handley Page at Radlett was accelerated Museum Model Construction of the by the auction on July 17 of the majority "FLIGHT" NEXT WEEK . . . RAF Museum at Hendon is continuing apace of the company's machine tools. This . . . will include a comprehensive and the model above gives a good indication auction is reported to have realised survey of the world's helicopter operators, of what the finished building will look like. £250,000 against the most recent estimate an article celebrating the centenary of the There will be space for about 40 aircraft, of the company's debts as being £17 the trustees having some 120 types to choose British Red Cross Society and a feature from, although no foreign aircraft are ex­ million. on the Queen's Flight. The Jetstream's future is likely to pected to be shown- The opening date has not yet been fixed be known by the time this issue appears and is dependent upon whether the existing option by an American interest (to buy the complete project) is taken up. Aer Lingus Sits Tight ference was published last week—in Indications are that this option will be Ten-abreast seating for the Boeing 747 previous years it has been kept secret— allowed to lapse, in which case the remains an key objective for Aer Lingus- and a review begins on page 109 of this remaining Jetstreams will be sold off for Irish. The airline gives notice, in its issue. what will be, in essence, their scrap value. preliminary submission for the lata Aer Lingus tried unsuccessfully to get Time is running out for the counter bid traffic conference which opens in Hono­ ten-abreast seating adopted at the 1968 by Captain Bright (Flight, June 11), lulu on September 9, that it will continue traffic conference. The opinion of the whose original offer to buy the Jetstream to press for adoption of this configura­ bigger 747 operators, faced with the project was overbid by the present option tion. likelihood of surplus capacity, was in holders. Documentation for this year's con- favour of nine-abreast.

Europe could not have survived these Lord Carrington emphasised that Britain last 21 years without Nato she added. would be contributing, as one of the Lord Carrington also made it clear that five Commonwealth partners, to Com­ the Government supported current Nato monwealth defence arrangements, to strategy. "Nato's defence must continue which her allies would be making their to rest ultimately on the nuclear deter­ own contributions. The Government rent," he said, "but particularly in a would be discussing the future character Parliament situation where a general strategic bal­ of its political commitment and the ance exists between the United States general question of the Anglo-Malaysian and Russia, we need a range of responses Defence Agreement with the Common­ from which we can clioose the one wealth governments concerned. appropriate to the scale of aggression." As to the Persian Gulf, Lord Carring­ In his first major statement on British The Minister added that he did not ton said: "The consequences of the defence policy since becoming Minister intend to argue the case all over again Labour Party's announcement of with­ for Defence, Lord Carrington set out for a British presence East of Suez, say­ drawal, of British forces has not been in in the House of Lords on July 15 the ing that his party had always disagreed the best interests of peace and stability main lines which the new Government with the decision to withdraw British in the area, and peace and stability in will follow in this sphere. However, he forces from South-East Asia by the end the area are for us an important objec­ said that it would hardly be wise, after of 1971. "To abandon our pledges to tive. We are consulting our friends in being in office for only three-and-a-half our friends to help generally in the de­ the area on, how best we can achieve this. weeks, to announce any detailed changes fence of the Free World in that area These consultations are of importance, in policy or of times and details of the seemed to us ... to be against the and I must tell your Lordships that they way in which the administration intended wishes of the Commonwealth countries may take a little time." to carry out promises made during the concerned and contrary to Britain's in­ Finally the Minister referred to election campaign. terests in the area." other major defence decisions awaited He made it clear that there was much He said that he was studying the size from the new administration—the MRCA, in common to both parties' approach to and composition of the military presence about which he hoped to make a state­ foreign affairs and defence:—although Britain would retain and that as soon ment very soon, and the Fleet Air Arm's there had been a great deal of discus­ as Parliament rose he was going to visit fixed-wing capability. sion on the British presence East of the Governments of Australia, Malaysia, On the latter, he said that he was Suez, both sides recognising that the New Zealand and Singapore for pre­ studying the implications of some con­ cornerstone of British defence policy liminary consultations with them. He tinuation of naval fixed-wing flying "to must be Nato, for it was on Europe that added: "Our presence there will be . . . fill the breach in our naval capability the defence of Britain rested. "We shall on a considerably smaller scale than our in the early 1970s which has been opened continue to support the North Atlantic present forces; but the very fact that we up by the precipitate decision of the Treaty Organisation, as we have done in are there will be an indication of our previous administration to phase out the past, and as did the previous Govern­ interest in the stability and peace of the the aircraft carriers before providing ment, to the utmost of our capacity." area." effective weapons for their replacement." FLIGHT International, 23 July 1970 107 AIR TRANSPORT Towards Honolulu

Fare increases of 5 per cent or more, a sim-plified tariff system, new types of individual contract fare, abolition of contract-bulk inclusive-tour fares— these are among the topics which lata airlines will be thrashing out in September. DAVID WOOLLEY reviews their preliminary submissions.

IMPLIFICATION of the lata fares system will be a main The last round of traffic negotiations, which bagan in Cannes topic at the association's traffic conference which opens in the autumn of 1968, dragged on inconclusively for many S in Honolulu on September 9. The purpose of the meeting months before agreement was finally reached. In order to is to fix the fares structure for scheduled services for the two prevent a repetition of this situation there has been some hectic years beginning April 1, 1971. The conference is likely to activity behind the scenes., including three meetings of the approve higher fares in many parts of the world, but it will presidents of the major airlines and a good deal of committee also make changes in the types of promotional fare available, work. Nevertheless there is plenty of hard bargaining still in and possibly make some important modifications to a system store. which has been widely criticised inside and outside Iata's ranks The main preoccupation of airlines is the need to preserve for its illogicalities and complexities. or improve revenue yield in the face of continually rising For the first time this year the association has put the pre­ costs. None of them are willing to do this by cutting back on paratory documentation for the conference on view to the planned capacity growth when they are fully committed to re- general public; in doing this it is acknowledging that in earlier equipment programmes. Reduction of unit costs is considered years, in. spite of efforts towards secrecy, the system leaked almost impossible; the lower costs of new types of aircraft tend like a sieve. Another significant change at Honolulu will to be continually swamped in other areas of the operation— probably be the abandonment of the rule requiring unanimity anything from rising labour costs to the imposition of en- in all decisions, and the replacement of dt by a requirement route navigational-facility charges. for at least an 80 per cent vote in favour. lata members have The result is a delicately balanced process of juggling with approved the abolition of the unanimity rule, and the associa­ fares with the object not only of increasing revenue but of tion is now waiting for governments to make their views known ensuring that it is not diluted by getting the wrong "mix" of on the subject before finally changing the procedure. the different types of fare. The chief reason for the change is the fact that in the past There appears to be a general consensus in favour of negotiations have become completely bogged down on quite increases, mainly around 5 per cent, in the normal fares for minor issues, involving perhaps only two airlines, because most areas of the world (the 5 per cent increase for the North unanimity could not be reached. The association feels that Atlantic has already been approved by a mail vote, and will the end of unanimity will not in practice make much difference come into force this year). In the Pacific area opinion seems to the practical outcome of tariff deliberations, and that it to favour a status quo, but in Europe fares will almost cer­ will be difficult for an airline to drop out of step with the tainly go up by 5-10 per cent. majority. Some of the smaller airlines may however be appre­ The contract bulk inclusive-tour (CBIT) fare, introduced at hensive about the move, and feel that they have been deprived the last traffic conference, has fallen into disfavour. Originally of some protection against the combined forces of the more lata members had high hopes of it as a means of filling the powerful lata members. excess capacity of the wide-bodied jets and as a weapon against the non-scheduled carriers. It has been found to be cumbersome in practice, and, as Swissair points out, unpopular with travel agents and under constant attack by charter air­ At Stonsted recently was the Conroy CL-44-0 in the colours of lines in representations to their governments. Swissair also Transmeridian, but still with a US registration (N447T) notes that group inclusive-tour (GIT) rates are an increasingly

TRANSMERttHA

r.•;.•':'•:•:..: 108 FLIGHT International, 23 July 1970 AIR TRANSPORT... There are a number of moves afoot to revise the lata system of fare constructdoi., to relate fares more closely to attractive alternative. Among other airlines who want its distance travelled, and to abolish the practice; of allowing abolition are Air Canada, Aer Lingus-Irish, Pan American and free stopovers en-route. Qantas draws attention to the fact OP Air. BOAC and Air France, however, are tooth in favour that at present passengers from Australasia to Europe via of its retention with certain modifications. America can enjoy circuitous tours in North America at no extra charge. Air France points out that because fares from There are some new concepts due to be proposed to the Europe to lapan are constructed on the traditional route via traffic conference. One of these is the "part-charter," in India, passengers on the new, much, shorter trans-Siberian which part of an aircraft on a scheduled service is blocked off route (who cannot make stopovers on the Moscow-Tokyo and sold to a charterer as if it were a normal non-scheduled sector) can have anything up to 1,200 miles of free travel in operation. Particularly notable in this connection is a scheme put up by BEA for part-chartering of aircraft on services to Spain (excluding Madrid). The market is one in which scheduled traffic has dwindled as charter traffic has boomed SOME LONDON-NEW YORK FARE PROPOSALS (Note: figures are peak fares followed in brackets by basic fares or over the past few years. As BEA points out, the non-Iata car­ shoulder/off-peak fares.) riers now hold some 90 per cent of the market. The airline First class: existing, $750; Pan Am, $780; Swissair, $675; KLM, 17/28-day proposes to fight back by making up to 50 per cent of the excursion, 150% of one-way first-class. capacity of an aircraft (but not less than 10 seats) available for Normal tourist: existing, $510 ($420); BOAC, $535 ($441); Lufthansa, charter to tour operators. Other airlines supporting the intro­ $546 ($450); Pan Am, $540 ($450); Air Canada, $550 ($430); TWA, $562 ($450). duction in the wider context of part charters and split charters Excursion: existing 14/28-day $350 ($300), 29/45-day $295 ($265) ($250); (where more than one charterer contracts for space on one Lufthansa, 21/45-day $328 ($270); Pan Am, 21/35-day $340 ($290); Air aircraft) include Air India and Sabena. Canada, 17/35-day $430 ($330). Affinity-group: existing, 50 pax, $250 ($212) ($200); Swissair, 15-25 pax Another new development is that of the contract individual $310 ($295) ($277), 40 pax no change, 80 pax $225 ($182) ($160); TWA, fare (OF). Chief protagonist is BOAC, which this year intro­ 50 pax $250 ($220) ($200); BOAC, 40 pax $235 ($195) ($175); Lufthansa, 40 pax $246 ($180). duced a similar scheme (under the promotional name "Early- Individual: BOAC, contract individual, 14/45 days, paid 4 months In bird") for mid-Atlantic cabotage routes to Bermuda, the advance, no refunds, $235 ($200) ($180); Pan Am, 21/60-day, purchase Bahamas and the Caribbean. The basis of the fare is that, in min 60 days in advance, 25-50% cancellation fee, $255 ($215). return for a reduced rate, the passenger must make a firm booking and pay four months in advance, and is barred from obtaining a refund in the event of cancellation (although he Europe as well. The Siberian case has served to emphasise the may insure against such loss.). In the case of Earlybird the short-comings of the present system. Pan American is one saving is substantial—about 50 per cent of the normal tourist airline proposing a straight $10 surcharge per stopover fare. Lufthansa, on the other hand, stressing the need to retain the BOAC puts forward these advantages for CIF: (1) the rate stopover privilege as a handy weapon against charter airlines, is sufficient to cover costs and make some profit contribution; says that a flat fee would give rise to anomalies. For example, (2) part of the aircraft capacity shows high productivity, thus Frankfurt-New York-Rio de Janeiro would at present be the spreading costs; (3) reservation costs are low; (4) space for direct fare plus 25 per cent; under Pan Am's system it would passengers booking late in the normal manner is protected. be the direct fare plus $10. BOAC sees CIF as a complement to and not a replacement BOAC proposes a composite scheme whereby the fare for for affinity-group charters; it is felt to be more suitable than a journey with stopovers would be the higher of two alterna­ the latter for accommodating the "visiting-friends-and- tives : (a) the through fare plus a stopover charge, and (b) the relations" type of traffic. sum of the normal sector fares less 25 per cent. Journeys with­ out stopover would be charged the direct fare regardless of Watering down route. Support for BOAC's idea comes from Air Canada, Pan UTA in particular makes a plea for a drastic simplification American and TWA; but they envisage less stringent condi­ of the present system, and says that passengers on compara­ tions, such as payment of a deposit three months bftere the tively simple routeings should no longer be expected to cross- flight, full payment one month before, and the possibility of subsidise those on circuitous routeings. Many airlines will recovering 50 per cent of the fare in the event of can, 'lation. press for a system by which the total fare will be simply the This watering-down appears to result from consideration of sum of the various sector fares involved if the deviation is the possible attitude of the CAB, which must approve the more than a certain percentage (30 per cent, says Lufthansa) fare but which is thought unlikely to allow the stringent of the direct journey. conditions envisaged by BOAC. There is a considerable move to simplify the excursion fares; Pan American and Lufthansa, for example, are in favour of one only, with a validity of 21/35 days (Pan Am) and 21/45 SCOTLAND'S FOREIGN LINKS days (Lufthansa). Air Canada also favours one excursion fare, TWO leading foreign airlines are planning to operate direct of 17/35 days, flights from Scotland to the Continent, but BEA said recently Avianca on a plaintive note points out that liberalisation of that it did not intend to introduce any new European links the excursion fares at the last traffic conference produced no for the next two years because of lack of demand from traffic increase on mid-Atlantic routes, and indeed was not Scotland. expected to in future. The Scottish Council (Development and Industry) is unlikely The afKnity-eroup concept appears to be- here to stay, in to agree with BEA; it regards the provision of direct flights spite of a feeling in some quarters that it is an outmoded to more European destinations as one of the main essentials fiction, and general agreement that the rules are difficult to of the early 1970s to stimulate Scottish industry. It points out enforce. There are a number of proposals for revision of the that, in many instances, businessmen lose a day by travelling sizes of groups, and the lata charter study group has recom­ via London. mended that the maximum permissible size of chartering Lufthansa has specified a Glasgow-Frankfurt passenger and organisations be increased from 20,000 to 50,000 members. freight service by Boeing 737 in its forward planning. The (This incidentally comes hard on the heels of a CAB move to service, likely to be introduced next year if the plans are hold the figure at 20,000 and exclude "umbrella" or confeder­ completed, will operate five times a week. A Lufthansa official ated organisations.) said recently: "At one stage we thought of linking the Glasgow Among European airlines who will press for intra-European service with our Manchester-Frankfurt route which started fare increases are AUA, BEA, BUA, Sabena, SAS and Swissair. on July 1. But our market research for Scotland showed that BEA is asking for 5 per cent next April and a further 5 per this would not be necessary. If the flights are sanctioned they cent in April 1972. SAS suggests 5 per cent in 1971 and 2 will be non-stop." per cent in 1972; Swissair suggests an immediate 10 per cent. Alitalia plans to operate a twice-weekly jet cargo service Most of the rest propose 5 per cent. between Glasgow, Milan and Rome from November next year, FLIGHT International, 23 July 1970 109 and a two- or three-times weekly passenger service by DC-9 TAA has settled for a policy of carrying the maximum between the three cities from April 1972. amount of freight in passenger jets and the rest in QC Friend­ Mr Paul Massey, Scottish manager of Alitalia, said: "One ships, while Ansett carries most on its pure-freight operations. of the reasons why we plan to introduce the flights is because The TAA management says that this policy will be adhered of the serious problems which are developing with congestion to regardless of the Ansett development. Of course, TAA at Heathrow Airport. My company feels that there must be has less freight than Ansett; TAA carries about 52 per cent of an extension to the runway at Glasgow Airport to enable the passengers while Ansett carries around 60 per cent of us to reach the full capacity of the aircraft and operate the freight, and this situation is not likely to change. Ansett's economically." freight advantage comes partly from the great nationwide A BEA official said: "Nothing new is planned from Scotland road-haulage system operated by Ansett Transport Industries to Europe for the next two years. There is no demand. If you Ltd, of which Ansett Airlines of Australia is a part. Mean­ can get the passengers for us, then we will be only too pleased while, Boeing will get the benefit of the Prime Minister's to operate new services." Tullamarine decision by some half-million dollars per 727 He confirmed the routes Glasgow-Manchester-Copenhagen- which Ansett orders. It's an ill wind. Stockholm and Glasgow-Manchester-Milan-Rome, planned for introduction by 1971, would not be operated within the next two years. Mr John Richmond, convener of Glasgow airport committee, Alia Buys 707s Alia Royal Jordanian Airlines has ordered said that he was delighted to hear of the proposals by the two Boeing 707-320Cs for delivery in early 1971. The aircraft foreign operators. He thought the contention of Alitalia about will be equipped to take 147 seats, but in the all-cargo role the runway * length would strengthen Glasgow's case when a will increase the capacity of the airline by a factor of 16. forthcoming public inquiry examined their proposal to increase the runway to 8,400ft, 2,560m. Iran Air 737s Three advanced Boeing 737s have been ordered by Iran Air for delivery in 1971. One of the aircraft will be NO CURFEW-NO ELECTRAS a convertible passenger/cargo model. The new aircraft will replace piston types on the airline's domestic routes. WHEN the Australian Prime Minister, Mr Gorton, told the VIP gathering at the opening of Melbourne-Tullamarine Link-Miles for National A six-degnees-of-motion DC-10 International Airport on July 1 that there would be no night flight simulator has been ordered by National Airlines from curfew on jet operations, he sent ripples through the entire Link-Miles of Lancing, Sussex. The simulator, worth more Australian civil aviation industry. The effects will be than £1 million, will be completed in November 1971 and considerable. installed at the airline's headquarters in Miami. First, this immediately killed any prospect of a freighter conversion of Electras, which the Ansett organisation had in reserve in case the Commonwealth should finally decide against lifting the ban. One might nevertheless object that, so long as Major components of five Lockheed TriStars are now in the final as­ jets cannot fly in and out of Sydney between 2300hr and sembly plant at Palmdale, California. In the foreground is the almost- 0500hr, the Ansett Boeing 727-QCs have nowhere important complete fuselage of the fatigue-test aircraft. In the centre is the to take their freight—relatively speaking the bulk of cargo, flight deck and front fuselage of the third flight-test aircraft and to the left of that are fuselage segments of the fourth and fifth flight- like passenger traffic, is carried on the Sydney-Melbourne test aircraft. At the back is the first prototype, which will be rolled route. out at the beginning of September and make its maiden flight in The Ansett people are now gambling that the Sydney ban November will be lifted eventually; Ansett Airlines of Australia has one 727-QC already and a second on order, and wants to order more for delivery during 1972-74. By shrewd timing there is some Ansett all-freight 727 operation by night to and from Perth and elsewhere, but to secure real QC benefits the Sydney curfew must be raised. The second effect of the Prime Minister's speech was uproar in Sydney, where the Press, which had bitterly attacked the Government for many years for daring to provide Melbourne with an international-standard airport, rose in wrath to claim that a 24hr system at Melbourne would eventually make it Australia's prime airport—at Sydney's expense. There now seems no doubt that the Sydney curfew will be raised, but in the Department of Civil Aviation the opinion is that this will not occur until the 9,100ft, 2,770m north-south runway is extended to the planned 13,000ft, 3,960m. This will take it out into Botany Bay, and 727s could take off far down the runway, starting almost at the shore line and going out over the bay. The east-west runway would remain closed, because the noise-level over residential areas each side of that runway is already bad and night operations could not be sustained politically. But it will be some years before the north-south runway is extended. Where does TAA stand in this? Its management is adamant that 727-QCs only lose money, and that under Australian conditions of high utilisation (around 3,750hr in 1969) it would not be possible to get many more hours a night out of the 727 fleet. Ansett executives argue that with Sydney open they could push another two or three hours a night out of the 727-QCs. So, with two more 727s to be ordered by each of the operators for delivery in 1972-74. Ansett will nominate the QC version while TAA stays with the old style. Ansett also wants to order the -200 version if possible while TAA, again in opposition, frankly states that the -200 lacks range/ payload for Sydney-Perth and Sydney-Moresby. TAA says no freight could be carried in the -200s on these flights; Ansett replies this does not matter. no FLIGHT International, 23 July 1970 AIR TRANSPORT. . . Dan-Air chooses Nord

British independent airline Dan-Air is introducing the Nord from Newcastle has been dictated by Dan-Air's future Nord 262—on the British register for the first time—to plans for its northern routes. At present the DC-3 West Coast its domestic scheduled services. Below, HUGH route is keyed in with a scheduled service between the Isle of Man, Carlisle, Newcastle and Kristiansand flown by an Ambas­ FIELD examines the thinking which led to the airline's sador. It is planned to use the Nord 262 on this route at some choice, and in the following article he looks at certi­ future date and so the opportunity has been taken with the fication problems and handling from a pilot's point introduction of the new type to centre the company's opera­ of view. tion on Newcastle. Four captains and five first officers have been given type conversion and, allowing for a small element of non-scheduled flying, the aircraft is expected to complete 2,150hr in its first year in service. EXT MONDAY, July 27, Dan-Air is scheduled to introduce the Nord 262 on its short-haul internal routes, thus end­ N ing 17 years of continuous DC-3 operation. On that date the company breaks with tradition in another respect by On to the moving its third-level operating base from Bristol to Newcastle. British register As, over the years, companies have sought a DC-3 replace­ ment, most have found that the choice was limited and that N A LEADING ARTICLE in Flight for April 1, 1960, the Max any of the available types would dictate some change in the Holste Super Broussard was hailed as a "unique DC-3 re­ route structure if it was to be operated to the best advantage. I placement." Of the available types, the Twin Pioneer and Dan-Air was reluctant to make changes to its routes for there Caribou were felt to be too specialised while the HS.748, has been a steady demand for the Bristol-Cardiff-Liverpool- Friendship, and Herald were described as "proper airliners" Newcastle service for many years which has generated useful and hence regarded as too sophisticated. The Super Broussard goodwill. To Lulsgate, Dan-Air's DC-3 has been very much was unpressurised and it was not until Nord had taken over "their" aeroplane to the extent that some weeks ago, when design responsibility in November 1960 that work was started the date for the last DC-3 service became known, one regular on the pressurised version with 'the type number 262. Certifica­ commuter insisted on booking for the last flight, "whenever it tion was completed in July 1964, by which time orders had finally takes place." been received from Air Inter, Japan Domestic Airlines and Over a year ago, Dan-Air started a serious programme of Lake Central Airlines. Sixty Series A aircraft with Bastan VI evaluation, including route proving, which led to an order for engines have been delivered and a further 13 are ordered but a Handley Page Jetstream in 18-seat form. A lightweight ver­ the company has now started marketing the Series C with sion of the North West Industries interior was to have been Bastan VII engines, first deliveries being to the French Air used and Dan-Air felt that the aircraft would offer a sound Force. compromise between ruggedness and passenger appeal. The Whereas the Series A uses water methanol for power re­ company planned to take delivery in January and to phase covery in hot and high conditions, the Bastan VII in the out the DC-3 by March at the latest. Because of the uncertain Series C has been re-engineered to give a higher maximum state of Handley Page during the autumn of 1969, it was in­ power output. By increasing mass flow and by the addition of tended to lease the aircraft at the start but both the manufac­ a second axial compressor stage, maximum power is increased turer and the operator were confident that Jetstream sales to 1,360 s.h.p. but this is flat-rated to 1,045 s.h.p. (60 s.h.p. would be stimulated by its introduction on third-level UK more than the Bastan VI), so there is a large margin in hand routes; the aircraft would then have been, bought outright and for power recovery under adverse conditions without re­ a repeat order was a strong possibility. course to water methanol injection. This development is The Dan-Air Jetstream remains on the floor at Radlett directed at improving sales overseas and is not intended to following the end of work on the project in February, and confer a performance improvement in temperate climates; some Dan-Air was forced to start again to seek a replacement for of the surplus is used to provide an increased a.c. electrical the DC-3, now a matter of increased urgency as it was desirable capacity. to avoid the expense of a further Check 4 and C of A re­ I visited Melun to discuss some of the recent Nord 262 newal. It is interesting to note the record of this particular developments with Ingenieur-en-chef Jacques Hablot and to DC-3 ("PP") which was bought from Scottish Aviation in 1961; see for myself the first French commercial transport to be at that time it had flown 6,320hr since being built in 1943, certificated by the ARB. Accepting that the type has held but this figure now stands at over 18,000hr. FAA certification under FAR 25 for five years, it would be reasonable to expect that UK certification would present no problems. Following the first ARB test flight of the Dan-Air Larger types considered aircraft, three areas were felt to be in need of improvement. Having decided that a pressurised turboprop would best This machine is a Series A airframe with Bastan Vis but it suit its requirements, Dan-Air was forced to look towards was felt that the higher-capacity electrical system developed larger types than had been the original intention. A second­ for the Series C should be installed, partly to cater for the hand Viscount or Herald would have been possibilities but a engine anti-icing load and partly because changes were called low first cost had to be coupled with low operating costs. The for in the stall-warning system. proven short-haul record of the Nord 262, in both Europe One of my main aims in flying the Nord 262 was to see and the USA, was attractive and negotiations were opened with what aspects of the stall could be considered objectionable or Air Ceylon who were looking for a larger machine. Their 262 dangerous, because this is an area where the ARB appear to was flown to Nord at Melun-Villaroche for refurbishing and have taken a strong line lately. The crux of the problem is the certification by the ARB and emerged in Dan-Air's livery early extent of the nose drop in relation to the wing drop and there this month. Final outfitting of the interior with 29 seats has are signs that this problem is more than usually critical where been completed at the company's Lasham maintenance base. a significant portion of the wing lies in the slipstream of a This week has been spent completing the route training and constant-r.p.m. turboprop. The ARB is naturally concerned operational requirements for the issue of an Air Operator's to legislate in relation to the worst case, where a combination Certificate. of mishandling at high weight in turbulent conditions may The decision to close the Bristol base and to operate the lead to a warning horn being ignored or at any rate to a slow FLIGHT International, 23 July 1970 1 reaction when the horn sounds. These conditions are most centre console and all electrical services are operated from a likely to exist during an approach at such a height that a wing roof panel. drop could lead to a dangerous situation. Depending on the The Bastan accelerates to 65 per cent during its starting amount of natural stall warning occurring before wing drop, cycle and is brought up to 85 per cent for ground handling, the Board may insist on the fitting of a stick-shaker or, in 100 per cent being taken during the pre-takeoff check. Nose- more extreme cases, a stick-pusher. wheel steering, by means of a quadrant-shaped handle at Approaching the stall in the Nord 262, I found that the the pilot's left hand, was comfortably geared for taxying and warning horn sounded 6kt above the stall but that already was not required during the take-off or landing runs as the nose was becoming heavy to hold up. In order to reduce rudder control is available down to very low speeds. Take-off speed below the 91kt at which the horn sounded, not only was is normal and following the initial climb at lOOkt we accelera­ a large stick force needed, but also approximately 9in rearward ted to 140kt to climb to stalling height. Conditions were un­ stick movement. This in dtself is fair warning but, surprisingly, stable up to Flight Level 90 but the 262 rides turbulence it is not accompanied by much buffet, and when the aircraft easily and has sufficient tail volume to avoid excessive fish- finally stalls it is a rolling rather than a pitching movement, tailing; directional stability is also apparent in the need to the right wing dropping steadily on each occasion. Under nor­ consciously co-ordinate a turn with rudder. mal conditions few pilots would fail to recognise their proxi­ The initial rate of climb was l,300ft/mdn which had re­ mity to a stall, but while the FAA clearly was satisfied by the duced to 800ft/min by the time we passed 10,000ft. After a degree of warning the ARB was not. Here again, the ARB's few enjoyable minutes of handling in the clear above the decision may have been affected by the knowledge that Nord cumulus tops we started a cruise descent towards Melun at had already effected some improvement during the development ]60kt. Cabin conditioning was good with no fluctuations as a of the Series C by washing out the incidence at the wingtips. result of varying power or use of additional engine bleed for This modification arose from performance, rather than hand­ intake de-icing (both bleed air and electric heating are used ling, considerations and resulted in an all-round lowering of for this purpose). the stalling speed by 3kt and a resultant reduction, in flight manual field lengths. The wingtip modifications, by prevent­ Circuit work in the Nord 262 was a delight; undercarriage ing tip breakaway, make the stall more decile and even less and 15° flap can be taken at 143kt, leaving only small trim likely to be reached accidentally. changes as the speed reduces. UOkt felt natural for the base leg and would be a comfortable instrument approach speed. For UK certification, wingtips to Series C standard are I flew the final approach at lOOkt, at which speed (when the mandatory and with a simple stick-shaker associated with the rest of the flap was lowered) there was a gentle nose-down existing horn sensors the aircraft is doubly safe. trim change; the subsequent flare at 90kt needed more back­ Small changes were called for in the central warning panel ward stick movement than one would expect from the trimmed in order to provide a clear distinction between those warnings condition but with gentle power reduction the aircraft was requiring immediate action and those of a more cautionary easy to land. After making a touch-and-go, my chauffeur, nature. In line with current practice these are now colour- M Faure-Lacaussade, shut down the starboard engine and coded red and amber. we climbed away easily on one; our weight at this time was a From a pilot's viewpoint the Nord 262 is a simple, easy and little over 9,000kg (max a.u.w. is 10,650kg) and the aircraft likeable aircraft—Jacques Hablot described it aptly as "an old felt to have plenty in hand in terms of climb performance and bicycle." First impressions in the cockpit are of the size and rudder power. Similarly an overshoot with undercarriage and the exceptional view, the latter a joy to see in these days of 15° flap was straightforward. ever-narrowing letter-box windscreens. The grey instrument I was left with the impression of an honest aeroplane with­ panel is so large that at first one looks to see what instruments out vices and which will slog on unsensationally but reliably. are missing, and the scope for a customer to specify his own With a total to date of over 200,000hr in service dn ten coun­ avionics is more than enough. The standard equipment in­ tries widely spread around the world, the Nord 262 should cludes a SFENA attitude display above the navigation display present Dan-Air with few problems. of a Collins FD 108. Engine instruments occupy the centre panel, with the warning panel immediately below the coaming, and the centre console is broad and spacious with room for the avionics selectors and autopilot. Both pilots have an The Dan-Air Nord 262 seen during certification testing at the maker's undercarriage selector, at either side of the console, and the Melun-VHIaroche facility; the modified wingtips with incidence washout flap selector is central between the throttles and propeller con­ can be seen. Behind it (left) is the third airframe which was the subject of the air impressions in this artichi while the aircraft furthest from trols. The engine starting panel is at the forward end of the the camera is an early Super Broussard 112 FLIGHT International, 23 July 1970 AIR TRANSPORT .. . Canberra, Mount Isa and Launceston. The Ansett reaction is that the stretched version of the F.28 would be ideal for those operations. CUTTING OUT UNDERCUTTING Meanwhile, the loser would seem to be BAC. The One- THE proposal by Sky Tours for a series of short-stay Eleven 475 is simply not a practical starter in Australia at this inclusive tours to Majorca in the winter at the unusually low point, because of the F.28 position with Ansett and TAA's price of £18-£19 has been rejected by the Air Transport liking for the DC-9. It would be the most expensive aircraft of Licensing, Board. The price would have been some £10 below the lot and completely foreign to both operators. the usual "Provision One" control price, and the airline East-West Airlines, the only major independent left in the involved, Britannia, said that at that rate the operation would country, which operates mostly within NSW, is linked with produce a useful contribution to overheads. TAA for ground services. It would like to make the same The ATLB said: "We are not opposed to the general concept jet choice as TAA, but there is no doubt that a DC-9, even of cheap holidays of short duration, but we consider the the Series 10, would be a little big. On the other hand, the charges proposed in this instance to be much too low by lower capital cost and the very real advantages of common any reasonable standards." The board complained that the equipment with TAA are paramount. It is generally believed applicants had been reluctant to submit their projected costings East-West wjll go along with the TAA decision. except in confidence—"which we would not regard as an appropriate procedure"—and that the detailed figures had consequently not been examined. But the ATLB had concluded LOAD FACTORS WILT from the evidence that the contribution to overheads would AN overall growth in scheduled traffic (revenue tonne-km) of be "inordinately low," and said that it would not grant licences just over 14 per cent was recorded by lata member airlines last in such circumstances. The board added that it would not year, but capacity rose faster than traffic and there was a permit undercutting among tour operators such as to deprive decline in load factors, especially in the domestic sector. airlines of a reasonable return. Preliminary results for 1969 issued by the association are tabulated below. AUSTRALIAN F.28 THOUGHTS Passenger load factor fell 1.6 points to 51.9 per cent. There Was a slight fall in international load factor—0.3 points to TWO more Fokker F.28s were ordered last week, one for the 50.6 per cent—but a much more serious fall in domestic load Government of Argentina and one for Ansett, bringing total factors—2.5 points to 52.7 per cent. The situation on the sales to 34. The Ansett aircraft will be delivered in October. domestic front can, however, be largely attributed to declining The airline has taken options on a fifth and sixth such F.28 load factors in the US domestic market; the US trunk carriers for delivery in 1971, and all three aircraft will be used on the who are lata members, plus Pan American, together account Ansett network in eastern Australia. In western Australia the for no less than 79 per cent and 84 per cent of the lata totals Ansett subsidiary, Mac.Robertson Miller, has been using the for domestic revenue tonne-km and available tonne-km respec­ Fellowship since August 1969. tively; and these lata members represent some 95 per cent of Ansett will stay with the F.28 regardless of what TAA does the US domestic-trunk industry, which has seen a passenger (as stated by Sensor in Flight last week), while TAA still load-factor decline of more than three points in 1969 compared awaits Commonwealth Government approval for its application with 1968. The US domestic-trunk traffic, incidentally, accounts to end the Perth-Darwin monopoly of Mac.Rob;rtson Miller. for just over half of the lata total for all services. The State Government must also approve the application before The number of passengers flown on lata members' scheduled TAA can move in in about November 1971. TAA likes services in 1969 was 232 million, 11.5 per cent more than in the McDonnell Douglas proposal for a soft-tyre version of the previous year. There was strong growth in freight, DC-9-10, but if such aircraft were to be bought they would especially in the international sector—over 32 per cent in terms have to be ex-Air Canada aircraft, as there is a tax problem of tonne-km. A slower growth rate in domestic traffic brought about exporting the ex-Eastern Airlines aircraft originally the overall result to just over 22 per cent. The figures are favoured. The refurbished DC-9s would cost less than new provisional, says lata; definitive data will be published next F.28s, according to TAA. month. However, the Ansett view is that the stretched Series 2000 version of the F.28 would cope with any TAA opposition in the west and would be ideal for the intra-State operation by COPING WITH JUMBOS Airlines of New South Wales (another Ansett airline). It could SIMPLE modular buildings capable of easy expansion or also be flown between Sydney and Lord Howe Island when change, grouped instead of scattered catering and shopping the airstrip is built there—the Department of Civil Aviation facilities and entirely separate "delayed flight" buildings to does not appear to like this idea much as it would mean a more cope with wide-bodied jets—these are some of the features expensive airstrip than previously considered by the Common­ of airport terminal design foreseen at the "airports and wealth and the Government of New South Wales. Lord Howe transport buildings" session of the Interior Design Conference Island is part of NSW. Also, the DCA thinks, Ansett might at Olympia, London, on July 9. Mr Rodney Fitch, creative want to push on to Norfolk Island. director, Conran Design Group, and consultant to the British TAA wants the DC-9-10 for obvious reasons—F.28s would Airports Authority, said that we had come to the end of the mean the addition of a new type to the fleet, would be more "marble-hall" era in airport buildings; future needs were for expensive to buy, and would not have the appeal in the east. flexible modular short-life buildings which could grow with TAA would operate the Series 10s into such airports as the traffic. Airport authorities could then think in terms of a

IATA MEMBERS' SCHEDULED TRAFFIC, 1969* International Domestic Total

(millions) Change on (millions) Change on (millions) Change on 1968 1968 1968 Passengers carried 57 + 16.3% 175 + 10.0% 232 + 11.5% Passenger-km flown 122,000 + 16.0% 185,000 + 9.4% 307,000 + 11.9% Available seat-km 241,000 + 16.6% 351,000 + 14.6% 592,000 + 15.4% Passenger load factor 50.6% - 0,3 52.7% -2.5 51.9% - 1.6 Performed tonne-km: Passengerst 11,110 + 15.9% 16,190 + 9.5% 27,300 + 12.0% Freight 5,570 +32.4% 3,500 + 8.8% 9,070 +22.2% Mail 1,170 + 13.3% 1,300 + 6.7% 2,470 + 9.7% Total 17,850 -1-20.4% 20.990 + 9.2% 38,840 +14.1% Available Tonne-km 34,320 + 19.2% 47,330 + 14,5% 81,650 + 16.4% Weight load factor 52.0% + 0.5 44.4% - 2.1 47.6% - 0.9 * Preliminary estimates. t Includes excess baggage. FUCHT International, 23 )uly 1970 113 planned continual rate of expenditure rather than one massive Cost of Roskill Expenditure from Government funds on the outlay. Roskill inquiry into the siting of the third London airport Wide-bodied aircraft would bring problems not so far had reached about £710,000 by the end of March, and would experienced, he added. Three delayed flights would mean total about £1.2 million in all, Mr Frederick Corfield. Minister handling up to 1,200 people at a time. Only self-service in of State. Board of Trade, announced recently. shops and catering facilities could cope with the numbers jumbo jets could deliver, but for delayed flights a special BOAC Organisation A new management-services department and separate area would need to be provided, with front-on has been formed to study present and future organisational counter service of pre-packaged meals. structure within BOAC. Heading the department will be Mr Mr Fitch cited Schiphol, Amsterdam, as one of the few Peter Hermon, who has assumed the title of management airports which had adopted self-service to any degree in its services director. shopping areas. Terminal One at Heathrow was, he felt, likely Donaldson Sales Manager Mr Derek J. Bushaway has been to be one of the last of the "marble halls" in this country. appointed sales manager of Donaldson Air Brokers. He will be Terminal Three at Heathrow was a first attempt to break primarily responsible for developing the new Donaldson away from this pattern. International Airways freight service to the Far East, which At present some 300 airports in different parts of the world is being flown with Britannia 312s. were being modernised, extended or developed. This offered great opportunities to the designer, who nevertheless ought to JAT Repeat Order McDonnell Douglas has obtained an be integrated with the team and not merely regarded as a order from Jugoslav Air Transport (JAT) for three DC-9-30s, surface decorator. bringing its total fleet of the type to eight. Delivery of the The importance of terminal facilities in creating traffic was aircraft, worth $13.5 million (£5.6 million) with spares, is underlined also by Mr Bernard Kaukas. chief architect of scheduled in the first half of next year. British Railways, who cited the experience of Netherlands Railways that modernised or rebuilt stations could bring a Iberia Growth A growth rate approaching 30 per cent in 5-8 per cent increase in traffic. the number of passengers carried has been experienced by Iberia so far this year in comparison with last year, the airline says. Total passenger traffic for the financial year ending next Design Policy BKS has retained Eccleston & Glossop October 31 is expected to reach 5.5 million. Associates to advise on and implement a design policy for the Sabena London Post Mr A. Watrin, Sabena general manager airline's impending name change. From November 1 BKS will for Western Europe, is moving from London to Paris on be known as Northeast. August 1. Mr Guy Roberty, Sabena general manager in Southern Africa, will become general manager for the UK Last BEA Trident 2 The fifteenth and last of the BEA and Ireland, but Mr Watrin will still maintain overall control Trident 2 fleet is now in service with the airline. The first of of this market. 26 Trident 3Bs, the variant fitted with RB.162 booster engines, will enter service with the airline early next year. Enter "the Pru" The Prudential Assurance Co began writing a direct aviation-insurance account on July 1, 1970, Newcastle Fare British United has applied to the ATLB for underwriting under the control and direction of the Aviation a £10 London (Gatwick)-Newcasfle fare. The airline offers a & General Insurance Co. Mr C. R, Jeffs, underwriter and routeing through Glasgow, and feels that it is more convenient manager of the Aviation & General, has been appointed for people in south-eastern England than travelling by non-stop aviation underwriter of the Prudential. service from Heathrow. Journey time is 2hr 25min; at present the fare, £15 5s, is the sum of the London-Glasgow and GE Support Post Mr Clifford E. Whitbeck has been Glasgow-Newcastle sectors. appointed general manager of the commercial product support department of the General Electric Commercial Engine Division. He will be responsible for providing world-wide Seen in company with 727s at Perth, Western Australia, an F.28 (left) ground and spares support, training and field service for of the Ansett subsidiary Mac.Robertson Miller Airlines. The first such the CJ805, CF6, and GE4 engines. Mr Whitbeck has been aircraft to be bought by the airline (as opposed to being leased) was manager, business planning, for the Commercial Engine delivered on June 3, with a second arriving on July 8. See story opposite Division since 1968. :•>•:»>• *3#

Alff.TRANSPORT^ Ownership of the Lear Jet manufacturing company may once again be on the point of being changed (see story on this page) but a chequered career from this point of view has not affected the success of the aircraft^ LIGHT The Lear Jet 25 shown is the demonstrator belonging to Air Leman of Geneva who act for Air Affaires of Le Bourget, the European Lear Jet distributor COMMERCIAL in April and May than Cessna and Piper but was actually worse off in June than it had been in the previous two months. & BUSINESS Shipments were down 20 per cent and revenue down 42 per cent. The general feeling within the industry is that figures will yo-yo somewhat during the summer but that they will not return to the black days of earlier this year.

BH-125 Middle East Sales Drive Hawker Siddeley has launched a campaign to introduce the BH-125 into the Middle East. The campaign comes in response to a rising demand New Owner for Gates Learjet? The Northrop Corporation for business travel there—a demand apparently unaffected by is currently investigating the possibility of taking over the the tense political situation in the area. Gates Rubber Company's 63 per cent holding in the Gates Since the 1967 six-day war, Beirut, the city Hawker Siddeley Learjet Corporation. Capital requirements of the aircraft manu­ has chosen for its drive, has been thriving on the unsettled facturer have been under close study by the parent company political conditions and drawing in investors and foreign com­ and shortage of funds has been a factor in the slowing down panies by the dozen. Latest figures indicate that more than of the development programme of the Twin Jet helicopter (see 500 American companies are currently running their Middle Flight for June 25, page 1035). East operations from the Lebanese capital. British regional Northrop, for its part, has for some time been looking for offices number more than 100 and many French, Italian, an opening into the general-aviation field. It is not yet certain German and Japanese firms have established themselves in whether Gates would sell all or just part of the aircraft firm. the city. Most of these, in addition to hundreds of Lebanese The sale would provide capital required for the rubber com­ and Arab firms headquartered in Beirut, have interests in the pany itself although only a limited amount of cash payment Gulf area, North Africa, Iran, Cyprus and Turkey. would be involved, most qf the sale being through stock Hawker Siddeley's 125 in Beirut is being handled by Middle transfers. Gates Rubber also owns two Learjet subsidiaries, Eastern Airlines and has been placed at the disposal of a Lear Jet Stereo, which makes tape recorders, and Jet Elec­ cross-section of Beirut-based companies for a month. tronics and Technology, which makes avionics components, but these would be sold separately. EMMA for Twin Otters EMMA stands for Equalized Main­ tenance—Maximum Availability (and must have won some­ Beware—Weather Radar The FAA has issued a warning body a prize in the marketing department). It is run by de about operating weather radar on the ground because of Havilland Canada for its series 100, 200 and 300 Twin Otters possible radiation damage to the human body and because and is a maintenance programme aimed at small-fleet operators of the risk of igniting inflammable materials especially, it whose operations do not permit standby aircraft. Maintenance says, during refuelling. is scheduled into small packages so that peak workloads are avoided. The programme has both FAA and Canadian Depart­ US Market Shows Recovery There are now signs that the ment of Transport approval. severe sales slump suffered by the American general-aviation manufacturers is gradually being reversed. While sales figures Butler Drops MU-2 Option Butler Aviation has decided not are still well down on those for the equivalent 1969 period, to re-purchase the Mitsubishi MU-2 assembly plant at San they are generally up on the extremely low levels of the early Angelo, Texas—an option it inherited when it bought Mooney part of this year (see Flight for June 25, page 1035). Cessna's last year. The option first arose when Mitsubishi bought the shipments were 32 per cent below June 1969 level with San Angelo plant when Mooney was in financial trouble over revenue down 19 per cent—which shows a marked improve­ a year ago. Mitsubishi intends to do its own assembly and ment over April and May. Piper's position was also better, marketing of the MU-2 in the USA and had plans for a new though still much further down than Cessna on its last year's plant to do this work if Butler had decided to exercise its figures—53 per cent on shipments and 43 per cent on revenue. option and buy back the original facility. Butler will continue Beechcraft remained odd man out—it had suffered less to provide interior furnishing kits for the MU-2s. FLIGHT international, 23 July 1970 114-115 By DAVID OGILVY*

INSTRUCTING: THE NEW REQUIREMENTS

HE INCREASING COMPLEXITY of modern light aeroplanes Satisfactory completion of this course, followed by a flying and today's airspace requirements makes clear a need for and oral test with a member of the BLAC Panel of Examiners T reviewing the private pilot training scene. While for (of whom there are 25 located all over the British Isles) ^ economic reasons few people are anxious to increase the enables the newcomer to obtain an Assistant Instructor's Rating, amount of training laid down for the licence itself or for any which entitles him to teach the basic exercises to PPL 1 associated endorsements, many have felt that improved stan­ standard so long as he is operating under the close supervision dards of flying and ground instruction would cause higher of a more experienced instructor who holds a full rating; this 1 levels to be attained within these currently accepted minima. is as it has been in the past and no change here is contemplated. The obvious way to achieve this, which must be for the The entire sequence, from pre-entry examination to final test, benefit of every student and for the health of general aviation must be completed within a period of six months. as a whole, is to regulate the entry and training standards for If a new instructor wishes his skills to be all-embracing, he flying instructors. has several targets to achieve; apart from applying for a test to With this as the main aim, negotiations have been under upgrade to a full instructor when he has at least 400hr experi­ way between the British Light Aviation Centre and the Board ence in the air, with 200hr of these in the teaching role, he of Trade to finalise and agree working proposals that were can seek any or all of four distinct endorsements. Today, with put forward by the BLAC's special Flying Instructors' Course so many private pilots seeking tuition for their IMC Ratings, Committee, which was formed expressly for this purpose under the one most likely to be sought is that for instructing in the chairmanship of Ron Campbell and which, with its task instrument flying, for which the requirement is a course of 5hr complete, has been disbanded recently. The suggestions have in the air and 7hr of technical tuition, while to teach after been accepted in principle and the new requirements will be dark a course of 3hr in the instructor's seat may be counted brought into effect very shortly. as part of a total of lOhr night flying that is needed. An In the past, any private pilot able to produce a logbook instructor wishing to teach aerobatics must undergo a course of showing 150hr as first pilot (regardless of how this time had 5hr in the air, to cover the basic manoeuvres, with 3hr of theory been spent) could present himself before an instructor holding and briefings. The final endorsement, and one which for several Flying Instructor's Course approval and buy a course for the reasons must be beyond the reach or the needs of the average Assistant Instructor's Rating. This has presented many instructor at a small club or group, is for instructing on problems, for a candidate may have had no dual time between multi-engine aircraft. This qualification calls for a background obtaining his PPL and starting his specialised course, with the of 30hr PI on multis before starting the course of 5hr air­ result that his flying standard could be abysmal and his borne and 7hr of theory, the latter delving into the important, supporting technical knowledge almost absent. In the future, but often neglected, principles of asymmetric flight. however, an aspirant to a rating must have certain minimum A Flying Instructor's Course in the past has been available qualifying experience and, as a first step in sheep/goat with any instructor approved for the purpose so long as he separation, must pass a pre-entry ground examination to show operated from a school or club holding Board of Trade that his basic knowledge is to an acceptable standard. For the approval for the 35hr PPL course, but the new scheme convenience of candidates, these examinations will be con­ modifies this arrangement. Authority to conduct these courses ducted on a geographical basis and the Air Registration in future will be allocated not to individuals but to training Board has agreed to co-operate by making mid-week facilities establishments, which must meet laid-down requirements and available at certain of its regional offices, while anyone provide facilities broadly similar to those needed for the 35hr wishing to be examined at a weekend may make special PPL course, but which need not necessarily hold approval arrangements with a member of the BLAC Panel of for that purpose. Any instructor within such an organisation Examiners. who wishes to conduct courses for the Assistant Instructor's Assuming that he manages to cope with this initial hurdle, Rating must be appointed and cleared to do so by BLAC. a candidate must show evidence that, before starting his The approval granted to a school or club remains valid so course, he has an IMC Rating, 150hr PI and at least 35hr long as the instructor nominated to be in charge of such dual; also he must be adequately converted to the type on courses remains on the organisation's strength and subject, of which he proposes to qualify (assistant ratings are type- course, to the facilities and standards remaining at or above endorsed) before starting on his instructor's course. This the required level. A list of the clearly defined scale of require­ specialised tuition includes a minimum of 25hr in the air ments (e.g., a library with relevant publications, a licensed (compared with 20hr previously), and of this total he may aerodrome, a suitable lecture/briefing room, a quiet room for count 5hr as "mutual" practice, flying with another instructor private study, sectioned instruments, a model aeroplane with under training. On the ground side, he must undergo at least working controls and so on) is obtainable from the Secretary 50hr on aviation law, principles of flight, meteorology, pilot to the BLAC Panel of Examiners. navigation and instruments and also delve behind the surface These changes are to come into effect almost immediately, of aeromedical facts and the administration of teaching and but a proposal now in the embryonic phase is for the intro­ learning. The latter includes the learning process, an duction of an entirely new qualification to be known as a instructor's responsibilities, privileges and limitations and other CFI Rating. Various stories about this, based on fiction and associated angles, with the stress laid on the basic reason for not fact, have circulated round flying clubs, particularly among the course, which is to teach the candidate to teach and not instructors, and many people have expressed what are, in fact, just to teach him the subject matter, which he should know whotly unfounded fears. Although the precise details of the before he starts. project have not yet reached the cut-and-dried stage, one I important aspect has been determined; this is confirmation •Chairman, BLAC Flying Training Committee. Continued on page 116 FLIGHT International. 23 July 1970 The three most expei .1**11 £21.009 7

n the ordinary way the delectable, CSE Avaiation or their dealers a I 1500 cc, rear engined, 120 mph, you will get a Lotus Europa FREE. Lotus Europa costs £1,764. But these The Twin Comanche has 4- are slightly different. With the £21,067 seats and flies at 205 mph. The Azte model you get a Piper Twin Coman­ carries 6 people at 216 mph and th che absolutely free. With the £31,022 Navajo flies at 260 mph with 6 or model comes a Piper Aztec. Anda Piper people. Navajo is the in-packet free gift when Parallel with CSE's offer, Loti you pay £49,806 for your Europa. Cars are offering 4 hours free flyin Your conscience may bilk at pay­ instruction in Piper aircraft to anyor ing so much for a car so look at it the who buys a Lotus+2S during the san other way: buy a Piper Twin from period. They are also offering a Loti

Piper Twin Comanche (right) has 4-6 seats and flies at 205 mph.

Piper Aztec (above right) has 6 seats and flies at 216 mph.

Piper Navajo (far right) has 6-8 seats and flies at 26omph.

London Aviation Ltd., The Aerodrome, Elstree, Herts. Phone: Elstree 4411. McAlpine Aviation Ltd., Luton Airport, Luton, Beds. Phor Luton 24185. Aviation Beauport Ltd., States of Jersey Airport, St. Peter, Jersey. Phone: Central 42128. Michael Gill Aviation Ltd., N01 East Airport, Woolsington, Newcastle upon Tyne. Phone: Newcastk 869665. CSE (Carlisle Division), Carlisle Airport, Carlisle. Phor fUCHT International. 23 /uly (970 ive cars in the world [>22 £49.

+2S and a 4 seat 140 mph Piper Chero­ kee as a 'Total Mobility Package'. And just for fun they are throwing in a Raleigh bicycle as well. All for £8,888. For finance contact Lombank who specialize in arranging finance for aircraft. Apply: Lombank Air Finance Division, Lombank House, Purley Way, Croydon. Telephone: 01-684 6911. These offers are effective from June 1st to August 31st 1970.

UK & EIRE DISTRIBUTORS FOR PIPER CSE Aviation Limited, Oxford Airport, Kidlington. Phone: 086-75-4321.

Crosby on Eden 641. Northern Executive Aviation Ltd., Hanger 522, Manchester Airport, Wilmslow, Cheshire. Phone: Mercury 2870. Rimmer Vviation Ltd., Fairoaks Aerodrome, Chobham, Woking, Surrey. Phone: Chobham 7294. Truman Aviation Ltd., Nottingham Airport, Tollerton, Nottingham. Phone: Nottingham 89958. Express Aviation Ltd., Biggin Hill Airport, Biggin Hill, Kent. Phone: Biggin Hill 2233. 116 FLIGHT International, 23 luly 1970 Scotland FIRs. Light-aviation warnings will not be issued if a Sigmet has already been issued covering hail or moderate icing (e.g., thunderstorms).

Western Prfee After lying in pieces for some years in Cyprus, a Yak-11 has been rebuilt by Personal Plane Services at Booker. The aircraft is now owned by Mr Philip Mann who bought it from a Cyprus garage. The Yak was one of a number belonging to the Czech Air Force which were sold to the United Arab Republic. They were being ferried from Czechoslovakia and called at Rhodes to refuel. This particular aircraft either ran out of fuel or had that any aspirant to the new rating will not be required to engine trouble and made a wheels-up landing. It was an in­ hold a professional pilot's licence. He will need to take a surance write-off and was bought by a local garage who dis­ thorough test in matters relating to the task of instructing, mantled it and took it to Famagusta. Mr Mann bought it from but no changes are planned in his own licensing needs, except there. one in the desired direction whereby a person who at present is unable to hold a CFI's post because a minor medical defect Dalotel Progress The French Dalotel DM.165 advanced prevents him from obtaining the currently required CPL, may aerobatic trainer has now completed more than 70 flying hours find that the new rating, calling for only PPL medical stan­ and will shortly commence certification testing. Its 165 h.p. dards, will provide him with new scope for advancement. Continental fuel-injected engine incorporates a Dalotel modi­ However, many months must pass before any change in this fication to permit unlimited inverted flight. Cruising speed respect is put into practice, for the long series of discussions at 75 per cent power is 170 m.p.h. and initial rate of climb and negotiations that are essential when a new scheme is being with fixed-pitch propeller is l,380ft/min, 7m/sec. Of composite introduced still lie ahead. construction, the aircraft is stressed for ultimate load factors of -t-11g and —8g. Production models will be of all-metal construction. A single-seater version with 285 h.p. engine will have a Ice Warning Trial The Board of Trade has introduced a top speed of 249 m.p.h., 400 k.p.h. and is specifically designed new trial scheme of light-aviation warnings of hail and moderate icing. The warnings are intended to assist general- for competition flying. aviation pilots flying aircraft which would be affected by levels Sywell Rally More than 100 light aircraft and gliders were of icing lower than those normally included in Sigmet informa­ at the Flying For Fun Fair at Sywell, Northants, on Saturday tion. and Sunday, July 11-12, when the weather was glorious The information given will be limited to the height band throughout in contrast to the rain and low cloud that caused from ground level to FL100 and the warnings will relate to the abandonment of the first meeting of this kind at the same a specific Flight Information Region. airfield last year. During the trial period the warnings will be available from The F4, as the rally was known, was under the patronage the following aerodromes on the frequencies shown: Ashford, of the Air League, and among its sponsors were the Popular 119.1Mc/s; Boscombe Down, 125.35Mc/s; Brize Norton. Flying Association, the British Gliding Association and the 119.0Mc/s; Church Fenton, I26.5Mc/s; Coningsby, l26.5Mc/s; Society of Model Aeronautical Engineers. Cranwell, 119.0Mc/s; Farnborough, !22.5Mc/s; Finningley, 119.0Mc/s; Leeming, 126.5Mc/s; Linton-on-Ouse, H9.0Mc/s; The main award was for the best home-built aircraft of Little Rissington, 126.5Mc/s; Marham, 119.0Mc/s; Strubby, any nationality, and there was a total of £250 in prizes given H9.0Mc/s; Wattisham, 126.5Mc/s; Wyton. I26.5MC/S. by the Daily Express. The winner, who was awarded £100, was Roy Watling-Greenwood in his Turbulent. Second prize Except for Ashford, which will deal with cross-Channel went to S. Jackson (Minicab), and third to D. Jones (Tempete). traffic, all the aerodromes also provide a MATZ penetration Mr Watling-Greeniwood also won the concours d'elegance. service. The warnings will also be available on the FIR chan­ A prize was awarded to David Spall, aged 20, for the most nels at the ATC centres serving the London, Preston and commendable flight into Sywell. He flew a Luton Minor, with 37 h.p. Jap engine, from East Lothian, in Scotland, in a journey time of more than 12hr, of which more than seven The Dalotel DM.165 advanced trainer and aerobatics aircraft which were in the air. is currently under development. See story right Shoreham Developments Final contracts are now being drawn up for the sale of the ex-Beagle facilities at Shoreham Airport to Miles Aviation and Transport, based at Ford Aero­ drome. Miles would also take over the running of Shoreham Airport under a lease from the Brighton, Hove and Worthing Joint Municipal Airport Committee. Currently in progress is a public enquiry which will decide whether or not planning permission is to be given for a 3,000ft, 900m concrete runway at Shoreham. If this permission is granted and assuming that Miles takes over the lease, the new runway would be built by Miles in association with the airport committee. Following the deal with Miles the only remaining segments of the old Beagle company still unsold are 30 Pups and 11 being pushed out for its first public showing recently, the Yak-11 which or 12 206s. These will either be sold individually or put up is being rebuilt at Booker. See story on this page to tender. Unusual Instruments ARB Notice No 54 draws attention to instruments fitted to imported aircraft, generally below 12.5001b all-up weight, which have unusual presentations. An ARB evaluation of any such instrument is required for United Kingdom certification of any imported aircraft to which it is fitted, or if it is introduced by modification action, the criterion to be applied being that such instruments must not be capable of misleading a pilot conversant only with conventional presen­ tations. WORLD AEROBATICS '70 Aerobatic technology

HE WORLD AEROBATICS CHAMPIONSHIPS began on schedule T last Wednesday. July 15. The first programme, the known compulsory sequence, was scheduled to be completed on the following day. Practice had been a little interrupted by a slow- moving front and earlier by high winds but all pilots had an opportunity to practise, once in the local area and once over the airfield. At the time of going to press, preliminary results were not available but a glimpse of some of the competing aircraft revealed some interesting developments. An unknown quantity at the World Aerobatic Championships is the Akrostar, a brand-new European competitions aircraft. It was designed by Arnold Wagner, the Swiss aerobatic champion, who is a Swissair captain, and uses a unique system Heading picture: the Wagner-designed Akrostar showing the virtually of control interconnection between elevator, ailerons and flaps. constant section of the wing from root to tip. Above, stick left on the The idea is to boost the lift coefficient in various flight con­ Akrostar, showing full up aileron with the interconnected flaps up ditions. When the stick is fully back, ailerons and flaps droop half the amount of aileron deflection. Below, the aircraft has its —the flaps half the amount of the ailerons. This increases the landing gear placed well forward which helps to give some of the drag necessary when pointing vertically down wing camber and provides more lift when pulling positive g. Similarly, when the stick is fully forward, ailerons and flaps "droop up." With a completely symmetrical-section wing, lift available in inverted flight is therefore the same as in erect flight. For turns, the flaps also move half the amount of the ailerons so that the aircraft effectively has full-span ailerons with the inner section (the flaps) constantly in the engine slip­ stream. Stirring the stick seems to make just about everything move but Wagner claims that no complex control linkage is required. A system of interconnected flaps was fitted by Mr Wagner to the KZ8 which he recently sold to Bob Mitchell. The idea was borrowed from the model aircraft world. The Akrostar is fitted with a 220 h.p. Franklin engine and Wagner claims that although the aircraft stalls power-on at 65 k.p.h., it will continue climbing at full power at this speed (or perhaps "mush" upwards) at 700ft/min, 3.5m/sec, and still with lateral control. The measured thrust from the Hartzell constant-speed propeller is 1.0341b. 4.6kN, for an all-up aero­ batic weight of 1.3231b, 600kg, which compares with the Zlin's 6601b, 2.9kN of thrust and all-up aerobatic weight of 2,0721b, 940kg. Wagner has also designed the engine's unique inverted wet-sump lubrication system. It is fed by two pumps and an extra sump has been fitted to cope with inverted flight. The Akrostar has epoxy spars and ribs and is covered with plywood skinning. Operating limits are + and —8g with ultimate limits of + and — 12g. The epoxy construction means that fatigue is not a problem. In a normal competition sequence, Wagner reckons to pull +7g and — 5g. Wagner sought advice on the aerofoil from Professor Above, the French team has a CAP 20 on its strength. Built by Co­ Eppler, who designed the wing section for the Phoebus and operative des Ateliers Aeronautiques de la Region Parisienne SHK gliders. The design parameters were processed by the (CAARP), the aircraft is descended from the Piel Emeraude and is computer at Bolkow and the outcome was virtually identical powered by a Lycoming Al 0-360 engine. Below, the Russians have a tail- to Eppler's predictions. The result is a wing of symmetrical wheel version of the Yak-l8P at Hullavington, designated PS. It is section with no dihedral and slight sweepback and mounted at otherwise similar to the tricycle-gear PM zero angle of incidence. The aircraft was built by Wolf-Hirth GmbH. It was paid for mainly by Jo Hoessl, the German champion who is flying it at the world championships in addition to Wagner. The total cost is estimated as £15,000, of which £9,000 was taken up with building and the remainder in research and development. 118-119 FLIGHT Internationa/, 23 July 1970

FINAL REPORT ON " E WORLD GLIDING CHAMPIONSHIPS BY ANN WELCH

MAR FA TEACH-IN

WAS TOLD it never rained in Marfa, but all I've found dry here is the whisky"—Vergani (Italy). I After six contest days ending with the big "cats cradle" task, there was to have been a rest day, but it turned into three days of no flying. The weather was as the Texans think of England; cool, grey, and liberally soaked with rain. The cause of this prolonged and depressing interval was a "low" moving into Mexico about 150 miles south of Marfa, carrying large amounts of moisture up the Rio Grande valley from the Gulf. By the middle of Sunday morning (June 28) the meteorologists had to start sweeping the water out of their hangar office, and they were still at it on Tuesday. Pilots and crews visited the big telescope at McDonald Observatory, the old Indian-war barracks at Fort Davis, the geological mani­ festations of the Big Bend National Park, and the souvenir shops over the Mexican border, often finding themselves with water over the car-floor carpets in the road dips. But bad as well as good things come to an end, and a task was possible again on the Wednesday, with just three days of contest flying left. The unwanted weather break meant that the free-distance task, which a number of pilots were hoping for (given a super day) could not now be included, since retrieves from 600- 800 mile flights would cut too much into the little remaining time.

Seventh contest day, July 1 The forecast did not promise too much, and although the desert sops up water fast, it could not perform miracles—or so everyone thought. Both classes were given a relatively short out-and-return flight to Pecos, with winds at flying levels forecast at 15kt-20kt, and thermals of only up to 3kt. But lift of 6kt was often found, and although speeds were not high, only one glider in each class failed to complete the task. On hearing the poor forecast several pilots took out, or reduced, their water ballast, but regretted having done so. Both Moffat and Reichmann lost ground as a result of flying light, but not enough to be pushed out of their top places. Many Open Class gliders carry up to 2001b of dischargeable ballast, a performance bonus denied to the Standard Class. Usually this water is dumped during the approach, but earlier if weak lift has to be used late in the flight—the lighter the aircraft the better. Several Standard Class pilots had their laminar flow spoilt by "rain" from their big brothers overhead. This was taken in good part, which was just as well since the ethical and philosophical arguments which could arise in a dispute on this subject might be endless. In order to fan the flames of controversy one pilot said that he always dosed weak thermals with a gallon of water to make he joined it and was promptly attacked for his presumption- them grow stronger. To get anywhere in championships such as these in strong weather, it must be assumed that good lift will be found, and Neubert was the only pilot on this day to exceed lOOkm/h. the feebler stuff has to be ruthlessly discarded. But even strong In the Standard Class there was a new day winner. Reparon lift cannot have a second wasted on it, so where possible the (Netherlands) with a speed of 94.8km/h. glider is flown straight and slowed while passing through the thermal speeds in excess of lOOkt. obtaining the maximum Eighth contest day, July 2 At last one could believe that the Nimbus or Kestrel, this is no gentle meander. With inter- the real Marfa weather existed, and the time might even have thermals speeds in excess of lOOkt, obtaining the maximum come for the big tasks. At briefing hopes were rewarded with benefit from a thermal say, 500yd across, means that as much a 527.5km triangle, Sierra Blanca—Fort Stockton—Marfa, for as possible of this distance must be flown at speeds a lot the Open Class, and a 466km out-and-return to Odessa for nearer min sink than redline; so the climbs are really steep. the other group. The weather was good except for a belt of Zoomies, as they are called, are going to have to feature blue running approximately east-west just to the north of the increasingly in the design considerations of new gliders, but Davis Mountains, which affected both task routes. This caused they also make some pilots queasy. several pilots to get very low in the hills, having drifted there Because of the new mixture of circling and zoomie patterns in the wind while using the weak lift. The majority of the in thermals there is likely to be some future increase in the 16 pilots (out of the 78 total) who landed out did so in the collision risk, particularly in hazy air. blue belt. While low in the mountains Innes (Guernsey) saw On the last (ninth) contest day, all that had to happen if an eagle which appeared to be doing better than he was, so the two school teachers, Moffat and Reichmann, were to become Top left, world champion George Moffat, school­ '••! •* WW?WSW'r PIIJI; teacher from New Jersey and also current US national champion. Centre left, Standard-class winner Helmut Reichmann, schoolteacher from West Germany; a new star flying a new glider, the Lemke Schneider LS-I. Centre right, no prizes for guessing the identity of this celebrated sailplane pilot and Libelle part-owner (clue: he also happened to be the first man on the Moon). Right, Moffats' Nimbus, a 22m "one-off" by Schempp- Hirth designer and pilot Klaus Holighaus

Below left, Harro Wodl's D-36 preparing to get with the wild blue and white yonder. The towing organisation was impressively efficient; the 40-odd sailplanes in each class were always launched in just over 20min, a rate of one every 30sec. Below right, the Gldsflugel Standard Libelle (This one flown by Perrotti of Italy) is representative of a number of basically similar 15m aircraft

the new world champions was for the weather to be reason­ drama. In neither group had the outcome been in serious able with tasks to fit. and the leaders to play it safe. And this doubt since the fifth day. In the Open Class the top five places is the way it was. had not changed over the previous three days. More challenging tasks might have changed the order by forcing pilots to the Ninth and final contest day, July 3 Cumulus developed early limit of their skill, although the standard of flying at the top in a clean sky with the weather for a big task, but the was so high that they were all equally capable of dealing organisers also played it safe. The Open Class were given the with such a situation. Perhaps the team with the most con­ well trodden area to the NW—the 450km triangle Sierra sistent performance throughout was the Polish, Wroblewski Blanca—Ardoin, while the others went out to Van. Horn and being either first or second every day. with his Standard Class back by way of familiar Pecos. 384km. The play-safe attitude mate. Kepka, between second and fourth. In the Open Class continued right up to the final glides, mostly flown at double Makula, through brilliant flying in the little Kobra. only once the usual height. Some, including Moffat who hit lift on the fell as low as sixth. Where possible the Poles flew together, way in. crossing the line with his tail parachute out, so as particularly in weak weather, so as to have the greatest chance to remain below both the permitted 300m maximum altitude of locating the best lift; but in strong conditions they would for the finishing line, and Vne. But it was not all as easy each take the opportunity to go ahead and make the best as it appeared, and several Open Class pilots lost time low in speed for himself. If any gaggle developed around them, they very weak lift at Ardoin. circling well below the level of would generally leave it. reckoning that they could climb faster Guadalupe Peak, although only two of them failed to get on their own. Their retrieve crews were also experienced back. All the Standard Class came home. contest pilots who were very good at spotting thermals and So the 12th World Championships ended quietly and witho"t reporting accurately on the locality and development of cu-nbs, 120 FLIGHT International. 23 July (970 MARFA TEACH-IN .

as well as checking safe out-landing areas should they be needed. The British Open Class pilots flew consistently well, some­ times operating as a team. George Burton in the 19m Kestrel, which will be made in Slingsby's Yorkshire stable, finished each day between second and sixth, making fifth place overall. John Delafield, in the ASW-12, finished overall seventh. Andy Gough and Con Greaves, Standard Class, both in World Championships for the first time (as was Delafield) came in Above, this Schempp-Hirth 15m Cirrus was flown by Andy Gough of 17th and 24th respectively. Greaves having achieved fourth on Britain; anti-Sun capability was mandatory. Below, the placings of the the first day. top people based on daily (not cumulative) scores. The consistency of Hans Werner-Grosse of West Germany, who finished second position in the Standard Class (where the top aircraft have virtually in the Open Class, was Moffat's greatest threat, being either identical performance) is noteworthy first or second from the third day on. He came to Marfa on the crest of a wave, having just broken the world goal record with a flight, of 1,060km, the first thousand-kilometre flight to be made outside America. gliding still needs fundamental design incentive. One possibility Due to the weather speeds in the Championships were not which could be tried without making any big alteration to the high. The average of the Open-class winner for all the speeds structure of world championships would be to have a sub­ tasks combined being lOlkm/h; the Standard-class winner class within the Open Class, having its own champion. If a was not very different—lOOkm/h. As so often happens, the span limit of, 18m-19m or whatever, was declared for the weather became really good on the day following the end of sub-class, production aircraft could compete with their pilots the championships. While everyone was waiting to eat their having a chance to win, while at the same time research into prizegiving lunch Klaus Holighaus, designer of, and piloting "ultimate" performance would not be stifled. By attempting the winning Nimbus, went round a 100km triangle at I48km/h. to overcome the problem in this way there would be no need provisionally a new world record. to have any extra championship organisation, tugs, officials or During the 1970 championships there were no serious flying tasks—only an extra prize, and no-one minds that. It would accidents and no protests. There were also relatively few simply be a matter of running the Open Class with its included outlandings on the speed days. In the Open Class Moffat. sub-class, and then extracting their points to produce an Grosse. Mercier, Burton and Delafield, Pettersson. and additional separate list. Some answer is urgently needed for Wiitanen completed every speed task. In the Standard Class the championships in 1972. only 13 out of the 40 pilots had any outlanding, and for three days running the class had no outlandings at all. The organisation at Marfa, probably due to the great Altogether 253,152km were flown. This figure includes second distances between the airfield and the homes or offices of the attempts at a task, including one by Wally Scott when, having voluntary glider-pilot helpers, did not get fully under way until completed the 355.5km triangle by 15.10 p.m. local time, he after the world had arrived. The main lack was a "village set off to do it again. He did not improve his speed, but got green" or "market place"—a natural gravitational point where back, having done 711km for the day. everyone coud find everyone else, and in comfort. Gliding championships alternate between times of intense concentration With flying at.Marfa of consistent high quality, the extent and activity, and unexpected periods of hanging around. Being of the performance range of the aircraft could be studied. a truly international and highly technical sport, there is a lot Obviously, the best comparison of pilot skill can be made if to talk about. So it is hoped that whatever country holds the everyone flew identical gliders, but at the present time this is championships next will create a centre, with refreshments neither practicable nor desirable. In the Standard Class where available, information boards, and above all plenty of seats. the aircraft performance range is small, the contest was to a very great extent pilot against pilot. The original intention It is not known where the next ones will be. Australia and of this class was to have a championship grouping which Finland would like them in 1974, but no offers have been would not be too expensive, but its main achievement at this received for 1972. A rumour floating around near the Italian time is that different designers have produced a variety of trailers at Marfa involved a consortium. Austria could provide excellent aircraft which are remarkably close in performance. the airfield, Switzerland should provide the money, and Italy It has become the nearest thing yet to an international sail­ would bring the pretty girls. boat class. It is a happy situation, liked by pilots because all of them feel that they have a chance to win, and with the class rules frozen until at least 1974, manufacturers can get down to economical production. The situation is quite different OPEN CLASS in the Open Class. Here the contests are running rapidly in the 5 6 direction of motor racing, with its works entries, sponsors, 8323 1st and so on. With 30m span gliders in prospect for 1972, the enthusiast and the small or unsubsidised entrant will no 8036 2nd longer be able effectively to compete. It's not that a pilot 7811 3rd minds losing, but there is no real point in spending a lot of time and money going to a world championship with equip­ 7746 4th

ment that cannot provide anything better than a name near 7687 5th the bottom of the list. The problem has urgency because prototype super-gliders are very expensive—say £30,000 as a starter. Manufacturers with the limited market that they have prefer series production, and the purchaser would prefer not STANDARD CLASS to have to change his glider for a more expensive one each REICHMANN 8663 1st year. The ASW-12 is an example of the present situation. There was one of these £4,000 gliders in World Championships WROBLEWSKI 8228 2nd

in 1968, and six this year, but unless some modification is made __KEPKA 8084 3rd to the Open Class rules, the ASW-12 will have little or no chance of winning by 1972 and will rapidly become obsolete. MIX 7934 4th Such spiralling costs could kill the Open Class without real difficulty within a few years, which would be a pity because CAMERON 7912 5th FLIGHT International, 23 July 1970 . 121 INDUSTRY International

Products Company News

Hawker Siddeley's Year Although on The new material is a high-strength, 1969 results only 44 per cent of capital lightweight combination of graphite employed (or around 50 per cent of fibres in an epoxy matrix. The 30-month turnover) is aerospace-orientated, it is development programme will evaluate difficult to think of Hawker Siddeley the composite material as a possible sub­ Group personnel as engineers and not stitute for aluminium in major aircraft aeronautical engineers. structural components. The fact remains that a lot of sweat The A-4 stabilizer is approximately and toil is required to achieve world 10ft long and 4ft wide. Made of metal, sales of £402 million compared with it weighs about 2501b. Douglas re­ £382 million in 1968 and, for the effort, searchers expect the graphite composite to scrape a smaller trading profit before part to be 30 to 40 per cent lighter. tax of £15.8 million (1968—£18.5 mil­ Under the contract, Douglas will lion). All this is on capital employed of design and produce stabilizers for more than £200 million, which implies separate static vibration tests and fatigue a high throughput in some areas, con­ tests, leading to fabrication of a flight- sidering that most aircraft are anything worthy component for delivery to the up to a year on the line, or even longer Navy at the conclusion of the if vendor items are included. programme. Due to changes in group structure Prototype of a new long-range radar able to Major subcontractors include the Rohr over recent years—the sale of Bristol detect and analyse a target travelling faster Corporation, Chula Vista, California, for Siddeley Engines, acquisition of than a bullet many miles away, is shown here substructure fabrication; Chemstrand Crompton Parkinson, disposal of some undergoing final tests at the Hughes Aircraft Division of Monsanto Chemical Cor­ Canadian interests—assessment of growth Company in California. Framed by the reflector poration, Durham, North Carolina, pro­ assembly, energy feeds (devices that channel in the rump of the business is not so duction of trailing edge spars; and easily made. Suffice it to say that over­ radio frequency energy between points in the system) on the receiving antenna of the radar Whittaker Corporation, San Diego, Cali­ all return on capital is not quite up to prototype, known as ADAR, are here being fornia, material development and testing. double figures. HS Canada is still not adjusted before final testing up to UK levels, though there is a vast Night-vision sensor Hawker Siddeley improvement on the 1967 situation. Dynamics Ltd is to develop a new piece Perhaps one of the most revealing of reconnaissance equipment for the diagrams in the accounts is the split of RAF. The device is an infra-red Linescaa fixed and net current assets for the deliver to BEA, apart from any other equipment which senses heat radiated group outside HS Canada compared with orders. The 125 is in a difficult patch from the ground and transforms it into a Canada alone. Whereas the main group as small-aircraft deliveries are "off" by continuous picture on photographic film. ratio is something like 3^:1 for current/ 40 per cent in the US, which is the main Known as the Hawker Siddeley Type fixed, Canada is completely reversed at market; equally the 748 cannot, expect 401 system, this latest equipment follows 1:4. This must prove something, (both to notch up sales, as it did in the sixties. the successful development of the Type sectors are in the heavy engineering busi­ The Twin Otter is held up by the general 201 infra-red Linescan which equips ness), presumably two main points— American slow-down in business, its the AN/USD 501 airborne surveillance Canada has little government business, main market to date. Dynamics has a drone, developed by Canadair for the which the UK certainly has; and well spread market but, with the general Canadian, West German and United Canadian assets are still very under­ decline in defence contracts, is having to Kingdom Forces. utilised. re-adjust at a slightly lower level. The consolidated balance sheet, being Although firmly based, it is difficult an all-embracing document, includes to see how, with continually increasing problem areas such as de Havilland costs, pegged prices and government Canada, which is owned directly by contracts, there can be any spectacular growth, but many similarly placed com­ HSG and not through HS Canada. One PEOPLE AND POSTS can only surmise that the more-than- panies might envy the Hawker Siddeley doubled bank loans, overdrafts and management ability to remain in charge Mr M. L. Pennell has been appointed acceptance credits at £39 million, plus of their own affairs, while persuading to the new post of vice-president, the note that bank overdrafts of certain governments to carry their due responsi­ product development, in the corporate subsidiaries are guaranteed for £30 mil­ bility without policy intervention. headquarters of the Boeing Company. lion (£9.5 million at December 31, 1968), Mr M. T. Stamper has been named vice- relate at least in part to the DHC tem­ Graphite composite by Douglas Work president, general manager, Commercial porary problems. However, with the is under way at the Douglas Aircraft Airplane Group. Mr J. B. Connelly, general trend, work in progress has Company division of McDonnell Douglas formerly vice-president-business manage­ increased by 16 per cent to £119 million, Corporation on a $1.5 million (£625,000) ment, has been named vice-president- reflecting greater activity throughout the contract to design and build aircraft assistant general manager, Commercial group. horizontal stabilizers out of graphite Airplane Group, and Mr J. E. Steiner Against the background of the pro­ composite materials. has been appointed vice-president-general duction runs, 1970 ought to be a good In a Navy-sponsored development manager, 707/727/737 Divisions. year for aerospace in Hawker Siddeley. programme, the company will build the The Harrier is keeping the military pro­ stabilizers for the McDonnell Douglas Mr V. H. Hunt has been named gramme going at full tilt with Nimrod A-4 Skyhawk attack bomber. They will general manager of a new Bell Heli­ becoming a strong export possibility. be tested at the Naval Air Development copter European office to be established Hatfield has a bagful of Trident 3Bs to Centre, Philadelphia, Pennsylvania. soon in Brussels. 122 FLIGHT International. 23 July 1970 Industry International equipment. It was at this time that the company also promoted the anti-air­ craft gunnery trainer, initially used in a 30ft-diameter inflatable dome but now. after years of development, production and sales all over the world, this equip­ ment is housed in prefabricated wooden Buoyant in survival domes. RFD also produces cine target equipment for military, small arms and RFD's fifty years celebrated anti-tank weapon training. Aircraft lifting bags to aid recovery N 1920 MR REGINALD FOSTER DAGNALL. Ministry contract, the company's first of damaged aircraft from runways I one of the world's leading innovators aircrew liferafts were developed. became another wartime production line. and pioneers in the field of "lighter-than- RFD's range of wartime inflatable Further development of these bags, air" inflatable products, formed the liferafts—circular, of five- and seven- originally of 4- and 12-ton capacities^ company which still bears his initials. man capacities, and the later elliptical was undertaken by the company for civil aviation. As aircraft became larger The concept of RFD's first circular single-seaters—were rapidly developed, and heavier, the RFD 25-ton pneumatic- air-sea rescue inflatables began in these backed by Mr Dagnall's energy and elevator was introduced and in 1963 the early years and was devised for the drive and encouraged by the Air prototype was used to lift a DC-8 which rescue of the very lightweight naval Ministry. They were extensively used had crashed on take-off at London Air­ stTike aircraft produced at that time. A during the Second World War and they port. A year later one of the first pro­ circular "doughnut" inflatable ring was saved the lives of thousands of airmen. duction sets was used for a twin-engine stowed centrally in the mainplane over They were the forerunners of the present jet which crashed on Salisbury Plain. the cockpit and was inflated on ditching. RFD liferafts—specifically developed for When the aircraft finally sank it was aeronautical use—which range from In 1945. RFD began development of suspended under this ring until salvaged. single-seater to 30-man capacities, and its first post-war civil aviation inflatable It was from this doughnut ring that which are used in types from light air­ lifejackets. The design was of a waistcoat the idea grew of installing a floor, thus craft to the jumbo jets. All the present- type with equal buoyancy back and utilising an inflatable as a dual-purpose day single-seat liferafts used by the front. Soon after, the company intro­ liferaft—to provide a flotation support Royal Air Force and many other Com­ duced a newly designed lifejacket with for a ditched aircraft and to afford monwealth and foreign air forces are support for the head and buoyancy on rescue accommodation for the aircrew. RFD-designed and -manufactured. the chest. This 50C jacket with its self- All this development was undertaken by righting, self-positioning characteristics In 1937 the company began work on a is still produced and has formed the Dagnall and the rafts produced to an Vickers subcontract order for flotation Air Ministry specification. basis of the company's extensive life- gear for Wellington bombers. Four­ jacket development. In 1932 Dagnall developed a method teen large inflatable bags were fitted of automatic inflation of liferafts by around the bomb bay in flat valises, The company's development of the CO; gas. Hitherto, aircrews had had to linked by copper pipe. When a bomber escape slide—for the fast emergency take manual action to inflate the ditched, the pilot activated the COa evacuation of passengers and crew of dinghies. Automatic inflation was a inflation mechanism allowing the air­ large aircraft—first began in 1963 for major breakthrough, and Dagnall crew time to evacuate the aircraft. It the VC10. The following year the slide obtained patents for his device. This is known that at least one Wellington was first used in Nigeria, when 78 system was operationally tested in 1933 remained so buoyant that, after the air­ passengers were evacuated. The RFD in aircraft ditching trials carried out crew had been rescued, it had to be sunk range now covers numerous civil aircraft from Ark Royal and as a result was by gunfire. from the BAC One-Eleven through to the innovation of the slide-raft which is adopted by the Air Ministry. The company's production rapidly undergoing evaluation tests for the increased during World War Two, one Shortly after this, as aircraft became Boeing 747. Another current develop­ of its main production lines being the heavier, the Air Ministry decided to ment is the company's work on liferafts barrage balloon. Air-sea rescue survival abandon the use of the dual-purpose and escape slides for the Concorde; the equipment—already an important part dinghy as an aircraft support and to aircrews of the two prototypes already of the company's wartime activities— concentrate on the development of the fly with RFD Personal Survival Packs. liferaft foT aircrew rescue. Following became its main concern in the post­ this decision, RFD began extensive trials war years but balloons were still made From the formation of RFD in 1920. and modifications to gain increased to special order and naturally formed to its conversion to public company buoyancy and stability and. under Air a major part in paratroop training status in 1936. and up to the present day, the company's policy has been and still remains one of continuous research and development, not only in the aircraft field but also in safety and survival The Dragonjack aircraft recovery scheme being developed by RFD. The company's 25-ton equipment for marine and industrial pneumatic elevators are superimposed on inflatable tracks applications. Its activities have been extended throughout the world by means of subsidiary and associated companies, licencees, agents and servicing facilities. RFD's present ranges of safety and survival equipment have been adopted by airlines, airport authorities, armed forces and aircraft operators throughout the world. The lists of ARB and FAA approvals is continually growing as the company introduces innovations to keep pace with the rapid advances of tech­ nology. One present important project is- RFD's Dragonjack aircraft recovery scheme, which incorporates the use of its 25-ton pneumatic elevators super­ imposed on inflatable tracks, enabling a damaged aircraft to be towed clear of a runway or recovered from soft terrain. FLIGHT International. 23 July 1970 123 FIFTY YEARS OF MCDONNELL DOUGLAS

For McDonnell Douglas, today, July 23, is a doubly historic one, because it marks the roll-out of the first DC-10— an aircraft promising to be perhaps, the most successful commercial transport of the 1970s, and the 50th anniversary of the formation of the Douglas Aircraft Company. The latter event, in keeping with the integration of the former Douglas and McDonnell companies into the McDonnell Douglas Corporation, is being celebrated as the golden jubilee of the entire corporation. In the following pages, JOHN BENTLEY brings up to date the development story of the DC-10 and, looking back, we present some of the classic types from the corporation's drawing boards.

LONG BEACH TODAY

HE FIRST MCDONNELL DOUOLAS DC-10 is due to be rolled The first three door pairs on the DC-10 are in the same out today from the brand-new "final functions and relative position as those on the 747, and the aircraft will T customer building" at Long Beach, south of Los Angeles. have baggage containers which are common to both the 747 California. It is due to fly on September 15. the first of five and Lockheed 1011. The physical size of the aircraft and the aircraft in the l.500hr flight test pre-certification programme— limitation on passenger numbers means that travellers should each aiming at some 33hr per month flying time on a parallel derive considerable benefit from extra space An example is testing basis. that the areas between door pairs is being kept free to allow The DC-10 programme has cost Douglas $105.5 million pasesngers to board without too much congestion. First-class (£44 million) in expansion of facilities alone. The 1.3 mil­ seats are l^in wider than those on the DC-8. and economy- lion sq ft expansion includes a flight development centre at class seats are 2in wider than their last-generation counterparts. Long Beach plus, across the airport, the final functions and Window area. too. will be expanded by some 25 per cent, customer building where, among other things, the fin is added with one window every 20in along the fuselage. Air condition­ to the rest of the fuselage. Fabrication of the fuselage sections ing has been designed so that one of the three equipments is carried out at Torrance, Calif, where new numerical control can fail and still leave passengers with the same amount of equipment has been installed (for parts manufacture for all airflow as is available in current aircraft, and there are separate Douglas aircraft) at a cost of $37 million (£15.5 million). The temperature controls for each of the three cabin areas, the three sections of the DC-10 are mated in the normal assembly galleys and the flight deck. McDonnell Douglas decided not hall at Long Beach after being brought by barge and road to use a dropped centre ceiling so that the interior would look from Torrance (16hr on the water and 9hr on the road). and feel more spacious. They are also keeping an eight-seat- Douglas is hoping that a new. bigger, version of the Super across row. divided into four pairs of seats served by two Guppy will be built so that the sections can be flown in. aisles, so avoiding a three-seat row situation. Once the metallic-green primed aircraft is completed in the assembly hall, and systems are installed, it is towed across Power plant data the airport to the FF&C building for final finishing. The For the long-range DC-10-30 the General Electric CF6-50 new building has positions for six aircraft—three at each engines will be delivered at 47,3001b, 210kN thrust (29°C) side—with customer airlines' offices running through the centre. initially. Within five months, in May 1973, they will be uprated The parameters for the original tri-jet programme are well to 49,0001b, 218kN; for this uprating there will be no change known enough not to have to repeat them here. The DC-10 in the engine—just experience ih flight and additional throttle design, with no S-bend in the centre-engine ducting, is claimed movement. By May 1974 the rating should be up to 50,0001b. to give a 2 per cent improvement in s.f.c. and an improved 222kN, involving a "very moderate change in the engine," fatigue life on the compressor fan blades because of the lack probably materials used in the hot section. That engine will of the same pressure stresses as are present in an S-duct. The be the CF6-50B; the -50C, at 51,0001b, 226kN thrust, will maximum number of passengers (345) is dictated by the involve the use of kit modifications. evacuation requirements using three double-size doors. On the other long-range version, the DC-10-20 ordered by 124 FLIGHT International. 23 July 1970 LONG BEACH TODAY brake release. Those figures relate to the -10 on a run from LaGuardia to Chicago. On the -20 and -30 versions at 3.5 miles from brake release at maximum design weight the noise should Northeast Airlines, the initially delivered engines (P&W be 8-10 PNdB less, and 7-8 PNdB less on the approach at JT9D-I5s) will be rated at 45,5001b, 210kN thrust at 29 C— maximum landing weight. the same as the -7—but the engine casing is different. The JT9D-15 accessories will be mounted on the fan case, which Flight-test programme will minimise the ovalising problem, it is claimed. If water The five aircraft which will take part in the flight-test pro­ injection is used on the -15 the thrust level will be 47,0001b. gramme this autumn will have all systems operative so that 2l9kN at 30 C. McDonnell Douglas will be offering a they can all be tested without interfering with the scheduled "growth" engine by May 1973 (the JT9D-25) which will give development testing. Aircraft No I will be assigned as the 47,O00lb, 2l9kN thrust at 26.7 C dry, and 50,0001b, 222kN primary stability and control aircraft (later testing the KSSU thrust with water injection at the same temperature. avionics): aircraft No 2 will be used for flight guidance and The standard DC-10-10 will have a direct operating cost control tests and will fly early in January 1971. No 3 will fly at 1.000 n.m. range of 4 cents per seat-mile—25 per cent less in November this year used as the performance test-bed. than the DC-8 or 707 and 5 per cent less than the DC-8-61/63 Systems will be tested in No 4, and No 5 will be used for and 747. On top of this MD claims that it will be more function and reliability tests. comfortable. The improvement could have been 15 per cent, Each aircraft will use two telemetry transmitters carrying but an additional 10 per cent was taken up by additional 200 channels each to transmit data during flight to a relay passenger comfort facilities, in making the aircraft easier to station at Frost Peak, Calif (8.400ft). which has line-of-sight use at airports and on noise-suppression devices. The noise- communication with aircraft in the test area between Edwards suppression material is in the inlet and exhaust areas. MD AFB. Mexico and the Catalina Channel. The system includes originally wanted to cut the fan shroud to the size of that in VHF and UHF audio channels plus 14 channels to monitor the 747, but later decided to have a three-quarter length fan equipment performance and the data itself. exhaust duct to accommodate silencing material. Data in real time or from airborne tape recorders can be As a result of this they claim that the noise at one mile handled through the telemetry link to provide engineers on from touchdown will be up to 6 PNdB less than that of the the ground with printed-out or c.r.t.-displayed information. Boeing 727 and between 7 and 8 PNdB at three miles from Connections with a ground computer will provide historical information on each piece of equipment so that information on previous flights or on the same equipment in different 120 DC-10 SERIES 30 aircraft can be compared with real-time information. 1 McDonnell Douglas expects to deliver the first 12 -10s 100 DC10 SERIES 20 Ns by the end of 1971 and about 100 aircraft by the end of DC-10 SERIES 10 1972. The first two -30s will take part in a separate flight 80 m* test programme, checking only those parameters which are different from those in the original aircraft, so that the KSSU PAYLOAD 60 \ (1000 LB) 270 PSGR M ) BAGGAGE aircraft can be certificated as quickly as possible. Planning and tooling for the -20s and -30s is already under way and 40 fabrication will begin in the autumn. The first assembly will • 20 3D OWE 30,323 262,137 2B2.7M be made in the spring of 1971. Aircraft Nos 28 and 36 will RESERVES MM INTL. INTL 20 V test the high-gross-weight structure and the JT9D-I5. and MAX FUE|L CAPACITY (LB) 3 No 46 (KLM's) will be used to test the same parameters with XV the CF6-50 engines. 0 0 I ! 1 i (» 7 All in all it looks like being a busy first half to the '70s RANGE (1000 N Ml) for McDonnell Douglas at Long Beach.

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-102" X 140" CARGO DOOR

102" OPENING FLIGHT International, 23 July 1970 Electronic displays from Smiths Industries

he new technique of The Altitude Alert Unit, in a T electronic head-down J-3ATI case, has integral lighting display is well advanced at with front replaceable lamps, Smiths Industries automatic reset, press-to-test facility The unretouched photo taken and an accuracy better than 50ft. on long exposure shows a 5\" at all warning levels. c.r.t. display of engine pressure ratio and emphasises ngine health— the clarity and stability of the E taking the pulse symbology. Virtually any type Accurate detection of shaft-speeds, of information can be gas temperatures and oil, fuel and air presented on this type of pressures is vital for monitoring the head-down display on a health and performance of aircraft gas sequential or selective basis. turbines. On the RR Olympus 593 in The head-down unit the Concorde, for example, Smiths receives information from the Industries supplies no less than new Smiths digital waveform 18 units per engine for sensing these generator, which represents a vital parameters. Compensation for variations in fuel major advance in symbol generation for For speed measurement Smiths permittivity is easily incorporated by electronic displays. Tachometer Generators employ the addition of an immersed capacitance Small, light and entirely new in advanced materials technology to reference unit. achieve maximum performance and concept, this generator greatly increases While primarily designed for aircraft the flexibility of the display system long life. And we have a range of small fuels, Type 7 can also be applied to oil magnetic pulse speed probes for severe by use of plug-in modules for contents measurement. re-programming. It employs M.O.S. environments or where multi-signal chips and multi-layer circuit boards for outputs are required. greater reliability and will accept Smiths thermocouples have been digital and/or analogue input signals ltitude alerting meets specially developed to provide —other features include failure monitor A FAA mandatory requirements maximum protection to the bi-metal capability, press-to-test facility and a By March 1971 a sequence of junction without impairing its response predicted MTBF in excess of 1000 hours. audio/visual signals to warn pilots of to temperature changes in the gas approach to a selected flight level will stream. Single thermocouple probes or Head-up be a mandatory FAA requirement complete high-strength harnesses can Smiths Industries advanced bead-up for U.S. civil airliners. Smiths Type 3B be supplied. display systems have been specified Self-Sensing Servo Altimeter with an Constant modulus alloy steels and for the Harrier and Jaguar aircraft— Altitude Alerting Unit is the simple argon-arc welded construction are the development is also taking place on a answer. main features of the capsules in Smiths head-up system for civil applications. An output of Pressure Switches and Transmitters and indicated they can withstand an overload of up to height (baroset A ALT I '. ten times the working pressure. Stainless corrected) . . ^ mfijangetar iW'llllillW.WL "" steel bodies and ceramic insulation Capacitance Fuel Gauge permit operation in tem­ V The Type 7 Capacitance from the type M 3B is fed to the j ~°0B Si*' peratures up to 25o°C Fuel Gauge has been specifically Altitude Full details of designed by Smiths Industries for Alerting Unit , is 3 these high feeder-liner, executive and light %^ Mg& JO [3 O to produce any '/, tj 10 • performance sen­ s 1 aircraft requiring a simple and in­ sequence of 1 w t v . * sors, and our range expensive fuel measurement system. of engine control Operating directly from a 28 V dc audio/visual warnings. The system also and monitoring ggji supply, Type 7 is accurate, uncomplex signals departure from the selected equipment, are * and compact. Basically it consists of a 2 flight level. The altimeter has a available from inch indicator, a small converter unit and contact type digitiser for automatic the address below. a probe or probes in the tank. height reporting, an integral servo The installation can be amplifier and a full five-figure height tailored exactly to the readout. A servo repeater version is also needs of the parti­ available. cular application. Typical accuracy figures for a basic system in normal SMITHS IIMDUSTRIES LIMITED temperature and fuel conditions are ±1.15% tank empty to AVIATION DIVISION ± 1.30% tank full. Head Office; Kelvin House, Wembley, Middlesex. Telephone; 01 -452 3333. Telex 25366 Ml 9'73 4 ADVERTISEMENT FLIGHT International. 23 July 1970

The VFW614 has its engines in an unusual position. Where they don't get in the way.

In the aviation industry it has always permits them to avoid thousands of sign of high lift devices, air brakes been considered perfectly legitimate fresh calculations and tests in respect and vortex generators, or in the ex­ to draw one's inspirations for new of a new machine. clusive use of normal or T-empen- developments from well-tried design One result of this is the surprising nage (although in civil aviation there features in other aircraft. number of similarities one finds in have been aircraft with double or Designers have always benefitted modern jet designs. For example — triple tails). from this tacit agreement because it in the shape of the fuselage, the de- Engine positioning is equally uniform. Ever since problems arose in placing One-Slage Fan Five-Stage Reliel Value Seven Stage Anular Combustion Air Cooled Uncooled I irterrh.etfi at a-P ress u re CSO Unit Hlgh-Pressw Chamber. Single-stage Three-Stage the powerplant at the wing root, they Compressor Compressor Vaporizing Type High Pressure Low-Pressure Burners Turbine Turbine are either mounted in nacelles under the wings or at the rear end of the fuselage. We, too, would have been satisfied with one of these conven­ tional solutions if we had intended to design a conventional aircraft. But that's precisely what we didn't want to do.

VFW614 - the trail-blazer aircraft. Up till now there has been no jet that would operate economically over short hauls and low density feeder lines. For that reason, numerous world air­ lines have fallen back on using tech­

Air Supply Tube nically outmoded turboprop aircraft Cabin Air. OH Tank LP-Governor Fuel Control Unit Fuel Heater Exhaust Unit for such tasks — although these have FLIGHT International, 23 July 1970 ADVERTISEMENT 5 long since ceased to live up to the the practical feasibility of these tech­ unexplored fields of aero-dynamics requirements of the revenue paying nical data. and structural dynamics. Comprehen­ passenger or indeed of the airline. That we left to those who know much sive series of tests had to be carried Naturally, the aviation industry is fully more about such things than we do: out. But they paid handsome divi­ aware of the problem. But big manu­ Rolls Royce and SNECMA. And they dends. facturers are so taken up with the de­ developed the M45H engine for us. For the new engine position we found velopment of jumbo and supersonic So we had the powerplant for the contributed significantly to the excep­ transports that they have no interest VFW 614. But the problem Was where tional short-haul characteristics of in the production of a small, fast, eco­ to put it. Conventional under-wing the VFW 614. nomical, short-haul jet. mounting was out. As the aircraft As there is no break in the landing That's good enough reason for us to would have to operate from poorly flaps they have a high level of effi­ step into the gap. Or more precisely equipped airfields, it could not rely on ciency plus technical simplicity. — into the jet transport gap. For the outside help for loading and unload­ The normal tail-shape obviates the VFW 614 is the first jet transport made ing or for the embarkation and disem­ problems of super-stall and simplifies in Germany, designed, developed barkation of passengers. So integral take-off and landing under strong and built by VFW-Fokker, combining steps and easily accessible loading cross-wind conditions. the tradition and long experience of doors were a must. Furthermore, a The greatly reduced danger of for­ the Focke-Wulf, Heinkel and Weser- short and sturdy undercarriage is eign bodies being sucked in enables flug aircraft factories. much more valuable on rough run­ the aircraft to operate safely from un- So the right people were already ways. surfaced or poorly maintained run­ there. And all the technical experi­ But if the fuselage is to be close to ways. The low ground clearance sim­ ence. Plus the necessary develop­ the ground then there is little room for plifies and speeds up passenger en­ ment and production capacity (which engines under the wings. (Quite apart try and exit, loading and unloading of is now even greater, thanks to the from the fact that, in this position, they baggage and refuelling (which is recent merger with Fokker). are very prone to damage by foreign even further improved by the use of Once the market gap that assured bodies that get sucked in. And that centralised single-point pressure our sales opportunities had been re­ the landing flaps must be divided to fuelling). cognized, the basic concept of the allow for the engine exhaust, thus VFW 614 emerged. It had to be: The position of the C of G in relation reducing efficiency and technical to the passenger and baggage areas simplicity). produces high load flexibility. And, Tail positioning of the powerplant finally, as an additional advantage, As fast and comfortable as a jet but also has its disadvantages. There is the stabilising influence of the wings as simple and economical as a the problem of allowing passage for keeps engine air inlet pressure dis­ turboprop. the engine thrust flow which necessi­ tortion to a minimum over the oper­ There were no standard solutions to tates a T-empennage that in turn ating angle of attack range, so that the problems posed. So we had to brings further problems in its track optimal engine power can be ex­ explore new possibilities. (danger of super-stall, increased ploited to the utmost in most flight There was no jet engine available that cross-wind sensitivity at take-off and attitude. operated economically in those very landing). At last the jet age has arrived on short routes. Galley Service Door The only aircraft that will be effective for short-haul transport in the coming years, (including feeder transport in support of the new Jumbos and SSTs), will need to have characteris­ tics like these: High block speeds. Low turn-round time. Easy and eco­ nomical maintenance. Independence of airfield facilities through the use of integral steps, low loading level, cen­ tralised single-point pressure fuelling and on-board APU for heating, air conditioning, electrical power and engine starting. Seating capacity for 40-44 passengers corresponding to the actual passenger volume on short Forward Baggage Door- distances, yet still capable of operat­ ing profitably with even less than 20 passengers. And, above all, the ability to operate phases which occupy a negligibly Added to this is the unfavourable C of from airstrips so short that 90% of small proportion of medium and long- G position relative to the passenger the world's airports could be included haul flight time, but a disproportion­ cabin and baggage holds which in its network. ately large amount of short-haul flight reduces loading flexibility. There is only one aircraft that meets time. That is to say, the take-off, climb all these requirements. and landing approach. The VFW 614. Our solution: we laid down specifica­ tions for such an engine purely on the An example worth imitating: engine basis of the theoretical requirements, positioning a /a VFW 614. |/FM/C14 without worrying in advance about To find this position we had to enter Bremen, Western Germany Introducing The 1970 Reims/Cessna Super Skymasters Turbo-System and Standard F337's.

The first thing you notice about who flies a lot, you, too, are going absorbing system, designed for full the Skymaster is that one engine to find a lot to like about the retractions with hydraulic power. is behind the other. We call this Skymasters. Speeds up to 230 mph. Steerable nosewheel for easy taxi­ Center-Line Thrust. It eliminates Useful loads up to 1,745 pounds. ing and tight turns. the asymmetrical thrust of con­ Optimum range up to 1,550 non­ Inside, each of the individual, ventional twins during single- stop miles. All this and great short- plush six seats in the spacious engine procedures. field capability. The Skymasters "room-shaped" cabin is covered That's the big reason why stay­ provide that "go any place, any with genuine ebony leather. The ing proficient is less time-consum­ time" multiengine capability. pilot's seat is infinitely adjustable. ing than on a conventional twin. The high-stability wing, set A thick carpet covers the floor. If you must ever neglect your above and behind the pilot's cabin, Feature for feature, the Reims/ flying, you will appreciate the provides exceptional panoramic up, Cessna Super Skymasters can't be Skymaster's forgiving ways. The down and lateral visibility. Re­ beat. But as we said, the more you less you fly, the more you like it. tractable Land-O-Matic gear is the fly them, the more you like them. Conversely, if you're a man proven Cessna spring-steel, shock For a brochure, demonstration and financing information, see your nearest Cessna dealer. Or write: Cessna Aircraft Company, Dept. F337-FIO, Post Bus 2, Zaventem, Belgium. ims REIMS AVIATION, ASSOCIATE OF CESSNA AIRCRAFT CO., REIMS, FRANCE More people buy Cessna airplanes than any other make. FROM DT-1 TO SKYLAB

A PICTORIAL TRIBUTE TO McDONNELL DOUGLAS IN THEIR 50TH YEAR

s THE I IRST DC-10 rolls out to take a significant slice of arrive the DC-4—an airliner of such significance that all the A, the medium- and long-range commercial markets, and piston and turboprop commercial types of the late forties and Phantom production approaches 3,800. Flight takes a slightly throughout the fifties were to be known as the "DC-4 genera­ nostalgic look back to the days of the chunky DT. and tion." Succeeded by the big jets at the end of that decade they forward to the realms of the McDonnell Douglas space station. reached their pinnacle in the DC-7C. which offered regular DT-1—completed in 1921 under the personal supervision of non-stop trans-atlantic west-bound performance. Donald W. Douglas—had the distinction of being the first ot The era of the big jet had arrived, and Douglas was to a long line of Douglas naval types, which was to culminate lose initially to the Seattle team. But stretch was there and in that bantam-weight heavy lifter—the A-4—still rolling off DC-8 Super 60s now reign supreme in the non-jumbo class. the line 16 years after first flight. Dauntless, Skyraider. Sky- Short-range demands in the mid-sixties brought in the DC-9. warrior - all solid, reliable fighting machines. World War Two including the -20—hottest ship in the commercial skies. and USAF Douglas A-20s were the first types to be operated Performance also meant research aircraft like the Skystreak by American crews in the European theatre and were followed and Skyrocket in the forties and fifties, while some fine high­ by A-26 Invaders before the end of 1944. speed fighting mounts were to appear from the McDonnell Meanwhile, back in 1933, Douglas had flown that porten- stable around this time—Banshee and Demon. Latterly tious aeroplane, the DC-1. From its production variant the Phantom, with FT 5 to come. DC-2, which created a sensation by its performance in the McDonnell Douglas and manned spaceflight became almost Mac-Robertson race from England to Australia, was to stem synonymous in the early and mid-sixties—Skylab and possibly that most successful of airliners, the DC-3. Later was to space shuttle should continue the tradition.

F-4E Phantom, above, dog fighter with a six-barrel rotary cannon. Three DT-ls were ordered by the US Navy, one was delivered as such in 1921—then production switched to the direct successor, the DT-2, left, with interchangeable floatjwheel undercarriage. The 0-38E observation aircraft, below left, used a 625 h.p. Hornet engine. One of a continuing series of army observation types—the 0-46 Start of a classic lineage—work on the one and only DC-1 prototype began early in 1933, with first flight on July I of that year

FROM DT-I TO SKYLAB . DOUGLAS/McDOIMNELL DOUGLAS COMMERCIAL AIRCRAFT

Dimensions Cruise speed (kt) Aircraft Power units Accommo­ Weights (ft. in) Altitude (ft) Payload (lb)/Si Number of Remarks type dation (lb) (sq ft) Fuel Cons. (Ib/hr) air range (n.m.) aircraft Max. Pas­ Max. Take­ Wing span Max. Long Max. Full Built/ordered senger seats off Length cruise range Payload Tanks (inc. options) Pressure Max landing Gross wing cruise in airline differential Zero fuel area service (Ib/sq in) Op empty DC^i 2 it 875 h.p. 12 17,500 85.0 165 _ 3000 1640 1 Prototype only Wright R-1820-F3 Unpress'd 17,500 62.0 8,000 1010 1700 0 NA 942 330 - 12,500 DC-2 2 x 875 h.p. 14 18,560 85.0 174 165 3700 1670 218 Numbers built Wright R-1820-F52 Unpress'd 18,560 62.0 10,000 8,000 680 1700 1 include 6 in NA 942 410 330 Japan 13,510 OC-3 2 x 1,200 h.p. 32 28,000 95.0 165 148 6500 3880 About 13,100 Numbers built P&W R-1830-92 Unpress'd 26,900 64.5 8,000- 6000 660 1450 820 include about NA 987 640 490 2,000 in USSR 19,300 & 487 in Japan DC-4 4 x 1,450 h.p. 86 73,000 117.6 203 177 14,200 5480 1314 Numbers built P&W R-2000- Unpress'd 63,500 93.11 8,000 10,000 1620 2730 192 include 72 DC- 2SD-13G 63,500 1,457 1,520 1400 4Ms in Canada 46,000 DC-5 2 x 1,100 h.p. 22 21,820 78.0 176 160 4326 2716 12 Wright R-1820-79 Unpress'd 21,820 62.2 10,000 10,000 750 1300 0 NA NA 520 400 15,275 DC-6 4 x 2,500 h.p. 86 97,200 117.6 272 252 14,800 8750 176 Numbers in PAW R-2800- 4.16 80,000 100.7 20,400 16,000 2760 3420 250 serviceinclude CA-15 74,000 1,463 2300 DC-6BS 57,200 DC-6B 4 x 2,500 h.p. 102 107,000 117.6 267 261 19,200 10,500 529 Numbers built P&W R-2800- 5.46 88,200 105.7 22,400 16,000 2690 3570 See above include 243 CB-17 83,200 1,463 2400 DC-6 As 64,000 DC-7 4 x 3,250 h.p. 99 122,200 117.6 313 286 20,600 18,850 215 Numbers built Wright R-3350- 5.46 102,000 108.11 23,500 20,000 3340 3520 See below include 109 18DA-2 96,000 1,463 2700 DC-7Bs 70,200 DC-7C 4 x 3,400 h.p. 105 143,000 127.6 310 270 19,500 14,100 121 Numbers in Wright R-3350- 5.46 111,000 112.3 22,400 20,000 4140 4680 84 service include 18EA-4 101,500 1,637 2700 DC-7/7BS 82,000 DC-8-10 4 x 13,5001b 177 273,000 142.5 515 456 37,315 27,840 62* Numbers in­ P&W JT3C-6 8.77 193,000 150.6 23,000 37,000 3760 4050 clude 34 DC- 165,900 2,725 14,200 8-20s 119,797 DC-8-50 4 x 18,0001b 177 315,000 142.5 515 470 34,360 25,915 230* Numbers in­ P&W JT3D-3 8.77 207,000 150.6 23,000 36,000 6200 6550 clude 86 DC-8- 176,500 2,771 12,000 30/40S 132,325 DC-8-63 4 x 19,0001b 259 355,000 148.5 518 447 67,735 37,101 254* Numbers in­ P&W JT3D-7 8.77 245,000 187.5 28,000 35,000 4245 6084 clude DC-8- 225,000 2,927 19,400 10,790 61 /62s 158,300 DC-9-20 2 x 14,5001b 90 98,000 93.4 505 420 28,000 23,000 145* Numbers in­ 11 1 P&W JT8D-9 7.46 104.5 23,000 30,000 1900 2000 clude 135 DC- 1,001 8,900 5200 9-10s

DC-9-30 2 x 14,5001b 155 108,000 93.4 505 420 23,138 14,516 475* Numbers in­ P&W JT8D-9 7.46 99,000 119.4 23,000 30,000 1200 1900 clude 24 DC- 87,000 1,001 8,900 5200 9-40s 53,000 DC-10-10 3 x 40,0001b 330 410,000 155.4 510 450 78,000 30,000 127 GE CF6-6 8.6 347,800 181.5 31,000 31,000 2400 3900 310,500 3,550 19,200 15,300 230,323 DC-10-Z0 3 x 49,8001b 330 530,000 161.5 518 481 95,500 30,000 28 Orders and II S P&W JT9D-17 8.6 182 31,000 31,000 4557 6278 -options to 3,550 23,900 17,950 June 24, 1970

DC-10-30 3 x 49,000lb 330 555,000 161.5 519 481 94,000 30,000 59 GE CF6-50A 8.6 403,000 182.1 31,000 31,000 4615 6258 346,000 3,610 24,600 18,250 248,726 - * Numbers built and on order to June 24, 1970 FLIGHT International. 23 July 1970

TWA ordered 20 DC-Is, above right, in August 1933 to counter the threat of the Boeing 247 in United service and put the stressed-skin, long-cowled and flapped DC-2 into service in July '34. KLM flew them to the Far East. Above, this Douglas Dolphin was used to inaugurate an air service between Nassau and Florida in 1935. Military versions were also produced

Above, Devastator torpedo bomber—the first US Navy carrier-based monoplane flew during 1935, and saw active service until the Battle of Midway. The 8-/8, left, was derived from the DC-2. It won an August 1935 fly-off at Wright Field, and was equipping most of the Army Air Corps bomber squadrons by 1940. Below, "D-Day" Havoc. Lower, a massive aeroplane, an advanced aero­ plane, but a failure—the DC-4E of 1938. Bottom, another one that didn't quite make it: the DC-5

The DC-2 relied on a multi-cellular, stressed-skin struc­ ture, which allowed the subsequent stretched DC-3, below, to return a high score in the structural efficiency stakes

From DT-1 to Skylab continued on page 130 after DC-IO cutaway drawing 128 FLIGHT International, 23 Inly 1970

MCDONNELL DOUGLAS DC-10-30

A lot can happen in 35 years—the DC-3, the fuselage cross section of which is compared with that of the DC-10 below, would almost fit in the centre-engine cowling of the latter. This "Flight" cut­ away drawing was originally published in the issue of March 13, 1969 and shows the long range variant of the DC-10.

'AMA^WWV.^WAV^M'AW.WA' FCftGfO (SLCPlNt) P/fJ Sr>Aft

IPC Business Press Ltd 1970 Left, Dauntless back from an eventful Pacific-theatre mission. Sixty-one civil DC-4s, above, were ordered off the drawing-board, but pressed into war service as the C-S4 in 1943. Some 1,160 C-54s were built, together with 19 civil DC-4s after the war. Many military aircraft were later "civilianised"

FROM DT-I TO SKYLAB . MCDONNELL DOUGLAS MILITARY AIRCRAFT 130-131 Aircraft Power Crew Weights (lb) Dimensions Max speed (kt) Still-air range Number of Armame nt FLIGHT type units Gross (ft. in) Initial climb rate (n.m.) aircraft memational. Empty (sq ft) Ceiling (ft) built 23 luly Wing span 1970 Length Wing area DT-2 1 -. 400 h.p. 2 7,293 50 86 at s.l. 238 66 of all types Torpedo Liberty 4,528 37.8 10min to 3,850ft of DT 707 7,400 0-38B 1 x525 h.p. 2 4,458 40 130 at s.l. 2.2hr endurance 153 of all Two 0.30in PiW R-1690-5 3,072 32 10.6min to marks of 0-38 Brownings and radial 371 10,000ft 4 » 1001b bombs 20,700 0-43A 1 * 675 h.p. 2 5,300 45.8 165 at s.l. 25 One fixed, one Curtiss V-1570 4,135 33.11 3.3min to 5,000ft flexible 0.30in in-line vee 335 22,400 Browning TBD Devastator 1 x900 h.p. 3 10,194 50 206 at 8,000ft 620 127 One fixed, one PiW R-1830-64 6,182 35 720ft/min flexible dorsal radial 422 19,700 0.30in gun, one 1,0001b torpedo B-18 2*850 h.p. 6 27,673 89.6 187 at 10,000ft 650 350 of all marks 6,5001b of bombs Wright R-1820-53 16,321 57.10 1,030ft/min and 3x 0.30 guns radials 965 23,900 SBD-5 Dauntless 1 x 1,200 h.p. 2 10,855 41.6 213 at 15,800ft 960 5,321 Two fixed forward Wright R-1820-60 6,675 33 1,190ft/min firing 0.50in and radial 325 24,300 two flexible dorsal 0.30in guns. 2,2501b of bombs A-20G 2*1,600 h.p. 4 27,200 61.4 295 at 12,400ft 1,090 6,279 of ail marks 2,6001b of bombs Wright R-2600-23 15,984 48 7.1 min to 10,000ft and eight 0.50in radials 464 25,800 guns A-26B Invader 2 x 2,000 h.p. 3 35,000 70 308 at 15,000ft 1,400 4,0001b of bombs PiW R-2800-27 22,370 50 8.1 min to 10,000ft and ten 0.50in or-79 radiais 540 22,100 guns in nose, top and ventral turrets AD2 Skyraider 1 x 2,700 h.p. 1 18,263 50 278 at 18,300ft 795 3,180 of all marks 8,0001b of external Wright R-3350-26W 10,546 38.2 2,800ft/min stores, two 20mm radial 400 32,700 guns F3D Skynight 2 * 3,400lb 2 26,850 50 521 at 20,000ft 1,040 268 Four-fixed 20mm Westinghouse 18,160 45.6 4,500ft/min guns J34-WE-36/36A 400 turbo jets B-66B Destroyer 2 x 10,0001b 3 83,000 72.6 516 at 36,000ft 1,300 294 Conventional or Allison J71-A-13 42,369 75.2 nuclear turbojets 780 C-124C Globemaster 4 • 3,800 h.p. 8 194,500 174.2 200 (cruise) 3,500 with 447 None. PiW R-4360-63 101,165 130 625ft/min 26,3751b of Max cargo 68,5001b radials 2,506 18,400 cargo or 200 passengers F4D Skyray 1 x9,700lb 1 25,000 33.6 605 at 36,000ft 1,040 420 Four 20mm cannon, PiW J57-P2 or 16,024 45.8 18,000ft/min up to 4,0001b of 10,500lb-P8B with 557 55,000 external stores afterburner A3D-2 Skywarrior 2 x 12,4001b 3 82,000 72.6 530 at 10,000ft 910 316 Two 20mm guns in PiW J57-P-10 39,409 76.4 radar-controlled turbojets 812 41,000 rear turret. 12,0001b internal stores McDonnell FD.FH 2 x 1,6001b 1 12,035 40.9 416 at s.l. 850 62 Four 0.50in guns Phantom Westinghouse 6,683 38.9 4,230ft/ min J30-WE-20 turbojet 276 41,100 McDonnell F2H-2 2 x 3,2501b 1 22,312 44.10 460 at 10,000ft 1,280 836 Four 20mm guns. Banshee Westinghouse 11,146 40.2 3,910ft/min Two 5001b bombs J34-WE-34 294 44,800 turbojets McDonnell F-101C 2 x 11,7001b 1 47,000 39.8 975 at 40,000ft 2,440 327 of all marks Four 20mm cannon Voodoo (14,5001b with 67.5 14,000ft/min plus B models afterburner) J57s — 368 52,000 McDonnell Douglas 1 x 9,300lb 1 24,500 27.6 585 at s.l. Over 2,000 with 2,300 plus Two 20mm cannon A-4F Skyhawk PiW J52-P-8A (27,420 on 40.3 external tanks in wing root. turbojet land) 260 47,90— 0 10,0001b of stores 10,000 McDonnell Douglas 2 x 17,9001b with 2 60,630 38.5 1,300 at 40,000ft Ferry 2,000 3,700 One 20mm M-61 F-4E afterburner 30,425 58.3 28,500ft/min combat radius plus rotary cannon, GE J 79-17s 530 90,000 plus (intercept) 780 six Sparrows, four Sidewinders. Or (attack) 16,0001b of stores Skystreak, above, hit 650 m.p.h. in 1947 to set a new world record, while its research successor, the beautiful, sleek Skyrocket, below, also explored the upper speed limits of subsonic wing sections, but on swept surfaces

Above, the first bearer of an illustrious title—Phantom, by McDonnell. Above right, 6-26, parachute bomb and soon-to-be-demolished bridge: Korea. Skyraider, right —too late for World War Two but a distinguished veteran of Korea, and latterly of Vietnam

Be/ow left, "deadly Sparrows nestle 'neath eagle's wing" says the contemporary caption. The 1954 "eagle" was a Douglas Skynight. bottom left, the McDonnell XF-85 parasite escort fighter slung beneath the forward bomb bay of the B-29 parent aircraft which, despite successful "hook on" trials, never carried it operationally. Below right, "a VC-61 photo-recce banshee and its VF-II Red Ripper escort course over North Korea on a mission from USS Kearsage' " J 32-133 FLIGHT international. 23 July (970

FROM DT-I TO SKYLAB

Ugly but practical—the C-124 Globemaster was developed from the C-74. The C-I24C, left, sprouted a distinctive weather radar and wingtip-mounted combustion heaters for cabin heating and leading edge de-icing. The last aircraft was delivered in May I95S. Below, war-time German work on deltas led to a 1947 US Navy proposal for a short-range carrier-borne intercepter using a similar layout. Skyray, the resulting Douglas design, proved highly effective in service but suffered a long gestation period because of engine troubles

' I

Left, Demon remained in front-line service until 1965 when the last F-3B-equipped unit began to receive Phantoms as replacements. This first McDonnell swcpt-wing fighter (lew initially in 1951. Below. A-4M—latest "Hememann Hoi-Rod"

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Above, the DC-6 was a pressurised development of the DC-4 resulting from United Air Lines and US Air Force requirements. First flight, as the military XC-II2A, took place on February 15, 1946. Above right, the X-3 research aircraft flew late in 1952. A 1951 US Air Force requirement for a long-range escort fighter led to the F-IOI, below, but before the first flight in September 1954. SAC cancelled the requirement. Voodoo production continued for TAC and later, in two-seat form, for ADC. Although resembling the Skywarrior, the 8-66 was a virtually new design. Recce version, right. • left, long-tank augmented Thor Delta sts Nato-I into Earth orbit. Top left, non- p Blue Riband transatlantic service against westerlies was the design goal for the -7C. Some 120 were sold by 1958 when iduction stopped. Above, Talos ship-borne j-aircraft missiles. Above left. Atlas, Thor, an—all the ICBMs will fit into the C-133 rgamaster. Left, DC-9s in echelon to star- nd and, below, a Super 63CF

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Right, the F-15—air superiority for the '70s. Left, Cemini GT-6, with Stafford and Schirra aboard, seen from GT-7 in December 1965. McDonnell Douglas has an 11-month Nasa project definition study contract for a space shuttle, left, and is modifying two Saturn S-l VB stages as Skylabs for launch in the summer of 1972

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1 t * 134 FLIGHT International, 23 July 1970 "FLIGHT'S" ANNUAL SURVEY OF RECORDING EQUIPMENT MANUFACTURERS FLIGHT RECORDERS

Telephone numbers of British companies are BTR Industries Ltd Plasticell & Expanded inflation device, suitable for initiation of given in parentheses, with the exchange name Plastics, Sihertown, London E16 (01 476 3200) equipment ejection and recovery systems. or STD code included where applicable. Plasticell closed-cell expanded p.v.c. core is Marketed by Irvin Air Chute, Canada. used in the buoyancy chamber of ML Aviation's Mk 2 ADR under-water recovery Creed & CO Ltd Hollingbury, Brighton, Aircraft Supplies Ltd Wallisdown Road, system. BN1 SAL (0273 507111) High-speed paper Bournemouth, BH11 8QH (0202 52511) tape punches used in record conversion. Crash-protected magnetic tape recorders British Aircraft Corp, Electronics Systems Group Types 01-01-1 and 01-01-2. PO Box 77, Bristol BS99 7AR (0272 693831 Darchem Aero Ltd Stillington, Durham Telex 44188) Electronic Systems Group have (0740 3 461) A titanium crash-protection AiResearch Manufacturing Co, a Div of the provided several flight recording systems for sphere with micro-silica thermal insulation, Garrett Corp W 190th St. Torrance, Calif Concorde, all of which will be incorporated produced for the Fell CO. 1000-1 ADR, was 90509, USA (UK Office: Maidenhead. 0628 in all test aircraft in the series. These comprise exhibited by Darchem at the 1968 SB AC Show. 28024) Introduced with the new large-capacity a magnetic flight test recording system as well as existing transport aircraft in mind (MFTRS), which monitors up to 3,000 para­ Davall & Sons Ltd, S Wadsworth Rd, Greenford the Garrett AR1NC 573 expandable flight meters; a 180-channel accident recorder; a (01 998 1011) First to enter service among data acquisition and recording system pro­ 260-channel master warning system; and a Davall's range of widely-used airborne flutter converter system. vides for direct expansion into an AIDS, recorders, was the Type 1050 cassette-loading encompassing both engineering and flight- Other avionics systems have been supplied wire ADR. This 300hr unit has produced performance recording as well as the option for Phantom and Buccaneer flight test (both valuable records following several airline of on-board processing. 100-cbannels); and . for COOK Hercules accidents and incidents, since the BEA Van­ Basically a flight data acquisition unit and aircraft being used for meteorological re­ guard crash in October 1965. a Davall 1191 ADR, the system can be search by the MetFlight unit at RAE Farn- A second-generation ADR sold by Davall expanded in capacity and output by adding borough. to several airlines for operation in conjunction further data acquisition and processing units, Systems are now being produced for various with, respectively, Plessey, Garrett-AiResearch performance data recorders, and printers, industrial applications, and a special 400- and Epsylon AIDS is the 1190 Series Red Egg. displays and air/ground transmission links. channel high-speed system has been developed Current variants of this no-maintenance re­ Among current civil users of AiResearch for use with Tracked Hovercraft test vehicles. cycling wire recorder—housed in a crash, digital AIDS are American Airlines, who protected plastic armour capsule—are the have accumulated valuable experience of Bryans Ltd Mitcham Junction, CR4 4UL 55hr Type 1190, 40hr 1191 and 24hr 1192 detailed performance recording with the large- (01 648 5134) XY and XY/T plotters. data recorders; and Type 1193 combined data capacity Astrolog system, fitted initially in and voice recorder, incorporating a 30min their BAC One-Elevens. Similar systems, Bumdept Electronics (ER) Ltd Erith (0322 4 duration tape transport with four voice and using one instead of two performance re­ 39121) The SARBE range includes the two synchronisation data channels. corders, with a parallel Davall 1191, are BE.321 equipment recovery automatic radio The type 1089 quick-access cassette- installed by Alitalia and Canadian Pacific. beacon, of duration up to 75hr, which is loading tape recorder is currently being Other AiResearch programmes include the suitable for ADR recovery systems such as installed in BEA Trident 2s and One- Braniff data logging system for engine main­ the ML Aviation Mk 2. Elevens. This seven-track, 8hr unit and the tenance computer programming, using man­ recycling 1190 (1192 with BEA) together form ually recorded flight data; engine handling CDC (Compagnie des Compteurs) BP56, a performance and accident data recording and performance AIDS for Model 727-100 92-Montrouge, France Digital flight-data, combination that is suitable for any digital flight trials by Boeing; advanced AIDS for and flight-data and voice tape recorders. AIDS. The Type 1250 quick-access recorder Alitalia's Boeing 747s; and evaluation of is a 16-track, 6Jhr development of the 1089 military aircraft AIDS, monitoring engines that has been designed to function either as and major aircraft sub-systems in a B-52H. Camerer Cuss & Co. 54 New Oxford St, London WC1 (01 636 4861) In addition to part of an AIDS or as an independent unit. the GMT time-of-flight clock, incorporating Also in production are variants of the Type 1220 crash-protected Red Egg recycling data Ampex Great Britain Ltd. Acre Road, Reading a Moore, Reed time digitiser, produced for BOAC's EFDAS-equipped aircraft, Camerer recorder using 600ft of Jin magnetic tape. (0734 84411) Several types of Ampex multi- Developed as a pilot's "sortie notebook" track, multi-speed instrumentation recorders Cuss have developed a new a.c. data trans­ mitting device for the Plessey PV726A system and specified for RAF Harriers, Buccaneers are produced for analogue or digital recording and Jaguars, the 31b Type 1200 cockpit voice in airborne environments. Of particular installed in BEA's new aircraft. Based on a standard 2in panel-mounting clock and recorder/reproducer (and its Twin-Track Type interest are the AR-700 and AR-1700, built 1200 development incorporating additional to military standards and designed for use incorporating a Smiths Industries Type 08 synchro, the device provides an accurate time data capacity) uses a standard Philips tape in airborne and mobile applications where cassette with voice-operated switching. analogue and serial digital information is to base for recorded data. Operation is indepen­ dent of the aircraft electrical system. Telford cockpit display photographic re­ be recorded under severe environmental corders have been produced for the Lightning, conditions. Jaguar, Harrier, F-4M and Viggen. Another Both units are capable of IRIG wide and Cathodeon Ltd Church St, Cambridge (0223 recording device recently introduced by intermediate band operation, record/repro­ 56481) Frangible crash switches as used Davall is the Type 1230 electro-chemical duce on iin/7-track of lin/14- or 28-track with the Leigh Instruments tumbling aerofoil elapsed time indicator—the size of a 13A formats. The AR-1700 operates at tape speeds recovery system. cartridge fuse. The company is UK agent for of 3|in/sec through 120in/sec with 14in reels Teledynamics telemetry equipment. for maximum playtime. The AR-700 is Collins Radio Co Cedar Rapids, Iowa 52406 designed for applications where space and USA (Collins Radio Co of England Ltd, Digital Equipment Corp (UK) Ltd Arkwright weight are at a premium and operates at Cranford, 01 759 9911) In use with several Rd, Reading (0734 85131) BOAC have 1J through 60in/sec tape speed with a maxi­ airlines, Collins AVR-101 airborne voice ordered a standard PDP-8/1 computer for mum reel size of 12iin. Both recorders recorder system provides a 30 min record of their new airborne data ground recovery unit. incorporate servo-controlled time-base radio communications and flight-deck con­ correction. versation on a crash-protected, continuous- Domier-System GmbH 799 Friedrichshafenl loop four-channel tape transport. Bodensee, Postf 648, TV. Germany Air Log B & K Laboratories Ltd Cross Lances Rd, flight-test data recording system. Licence Hounslow (01 570 7774) Portable instrumen­ Conax Corp Walkden Ave, Buffalo, NY 14225, manufacture of Leigh Instruments LEADS tation tape recorder. USA Aid Pak automatic water-sensitive CO„ Series 200 system for F-104Gs. FLIGHT International. 23 luly 1970 EMCO Systems Inc 5 Lyon St, Santa Ana. same tape. Larger capacity digital data re­ The new tape transport uses solid state laser Calif 92705, USA Airborne monitoring and cording systems are under development. Also diodes coupled with photocells as sensing fault isolation equipment. see Rocke International Corp. elements to eliminate the conventional rotary potentiometers, normally used in controlling Electro Mechanisms Ltd Bedford A ve, Slough Fell Avionics Div of A. & M. Fell (Manufac­ tape tension, thus greatly extending MTBO. (.0753 27242) SFIM range of magnetic tape turing) Ltd Newhaven, Sussex (3583) De­ The speed range is from If up to 120in/sec and photographic trace recorders; trans­ veloped for use with any electronic flight-data and NAB or IBM hub sizes to 14in are ducers; and AF 2100 crash-protective casing acquisition system and selected as ADR for available. for SFIM A20 Series ADRs. the Leigh Instruments AIDS ordered by Air The solid s»te electronics unit in which Canada, the CO.1000-1 combines both Jin integrated circuits are widely used permits Electronique Marcel-Dassault quai Car not, tape data recording, and optional four-track easy change of recording format to DR, FM 92-Saint-Cloud, France In addition to the jin tape voice recording loops in the same or Digital, with a packing density up to Emmanuel flight-trials digital data recording spherical crash-protection housing. 1000 b.p.i. system, a new ADR was exhibited by EMD The CC1200 Series quick-access, cas­ Power supplies can be d.c. or a.c. and at the Paris Saloon 1969. sette-loading tape recorder (£ ATR short system power consumption is low. A major case) is designed for continuous or incremen­ advantage is that all or part of the system can Elliott Space & Weapon Automation Ltd tal, analogue or digital data recording, be incorporated into existing system designs. Also available from Hanbush is the com­ Frimley, Camberley (0276 3311) Concorde operating as a primary instrument in parallel plete Borg-Warner Controls range of data prototype accident data, and Nimrod mission with a separate ADR. recorders, largely developed for and currently data recording systems with high-speed solid- Other Fell Avionics products include a in use in the American space programme. state multiplexing and parallel voice channels; flight-deck digital clock—the first of its type AIR-3 high-density digital data tape recorder; applied as GMT source for magnetic tape data handling systems for ground replay. accident-data recording systems; and a com­ Honeywell Controls Ltd Great West Rd, pact, long-life 360-parameter electro-mechani­ Brentford (01 568 9191) BAC have installed cal multiplexing switch. Both units are widely from Computer Control Div, a computer Epsylon Industries Ltd Faggs Rd, Feltham used in civil and military AIDS. system for industry-compatible magnetic tape (01 890 5091) The merger of Epsylon recording and a quick-look display of selected Industries with Leigh Instruments of Canada Ferranti Ltd, Electronic Systems Dept Crewe parameters, for processing data recorded has resulted in substantial broadening of the Toll, Edinburgh 5 (031 332 1211) Crew- during UK Jaguar flight trials. company's AIDS experience and product alerting system using 15 pre-recorded voice range in both the civil and military fields. warning messages covering failures or critical Honeywell Inc, Military Products Group, The first-generation, modular EFDAS/AI situations in essential systems. Alarm circuit Aeronautical Div Ridgway Rd, Minneapolis, has been in service with BOAC for some five selects and initiates appropriate message which Minn 55431, USA Airborne integrated years and 14 aircraft have been modified is repeated continuously from a closed-loop maintenance system (AIMS) is a simplified, to the larger capacity, 48-channel A2-standard magnetic tape unit until fault is rectified or in-flight automatic visual-display check-out using an Epsylon performance-data tape warning cancelled. system with optional digital recording; recorder in addition to the mandatory ADR. central airborne performance analyser (CAPA) All SAA's Boeings are being equipped with records bulk data on iin tape and indicates Field Aircraft Services Ltd, Instrument Div EFDAS/AI. malfunctions and time of occurrence on Imperial Way, Croydon, CR9 4LE (01 688 The smaller and lighter Mini-EFDAS/AO printed paper tape. system (extendable from standard 24, to 48 7777) Field's provide overhaul, maintenance data points/sec capacity by addition of a third and readout facilities, for Sundstrand (UK), for United Control flight recorders. Howell Instruments Inc W Vickery Blvd, Fort module) is available with the Davall 1191 Worth, Tex 76107. USA Howell's airborne ADR as standard, or with the Fell CO. 1000 engine analyser continuously monitors, and or Penny & Giles 800 Series according to GEC-AE1 (Electronics) Ltd Warren La' Stanmore (01 954 2311) Beeper miniature records by visual counter and flag indicators, choice. This system is in service with PAL the high-temperature history of gas turbine among other foreign airlines. underwater long-duration-transmitter location device; digital-burst data recording system. hot sections, thus providing a current indica­ Also ordered by PAL, as a performance- tion of the engine's condition and a guide to data extension to Mini-EFDAS/AO, is the causes of deterioration in performance. Garrett Manufacturing Ltd Rexdale, Ont, new MRI800 quick-access recorder. This Widely used in USAF fiighters, the system is cassette-loading unit (121b, JATR short) uses Canada Automatic crash-location radio being evaluated for other military and com­ 13 data tracks on half-inch magnetic tape. beacons. mercial application. Duration is 20hr continuous, or 2hr incre­ mental at maximum word rate. Genisco Technology Corp Susana Rd, Camp­ IBM (United Kingdom) Ltd Chiswick High Ground processing stations are designed ion, Calif 90221, USA Portable and airborne Rd, London W4 (01 995 1441) Ground data on a modular principle for record replay and instrumentation tape recorders; transducers. processing equipment and computers. data conversion, for subsequent analogue Also see Davall. presentation or computer handling. Data Irvin Air Chute Ltd Fort Erie, Ont, Canada playback facilities are also available at Gloster Saro Ltd, Insumat Div Hucclecote, Exclusive world-wide representatives (outside Feltham on a rate-per-hour basis. Gloucester (0452 66781) Insumat thermal USA) for Conax Aid Pak inflation device. insulation for ADRs. Ether Engineering Ltd Park Ave, Bushey Kollsman Instrument Ltd Southampton Air­ (Watford 28566) Miniature multi-channel Graviner (Colnbrook) Ltd Colnbrook (0281 port, S09 3FR (0421 26 2731) Transducing FM radio telemetry system: applications—in, 23245) Graviner crash-protection equipment altimeters and ASls, combined altitude and for example, engine monitoring—in transmis­ includes a piston inertia switch, a skin- airspeed transducer units and accelerometer sion of stress, vibration and temperature data; deflection (heavy landing) indicator and the transducers. miniature short-duration electro-magnetic Crashtrip automatic impact-operated system. event recorder. Lear Seigler Inc, Electronic Instrumentation Hanbush Ltd Canada Road, Oyster Lane, Div N Brookhurst St, Anaheim, Calif 92803, Fairchild Industrial Products Div of Fairchild Byfleet, Surrey (Byfleet 44451 Telex 23743) USA Airborne integrated maintenance sys­ Camera & Instrument Corp Plain view, LI, NY The Hanbush Type 010 magnetic tape data tem (AIMS) for reconnaissance versions of 11803, USA Fairchild's flight-data and cock­ recorder was engineered to comply with the USAF F-101. pit voice recorders are in service with a large requirements of the French Naval Technical number of American and other airlines. The Services and is currently employed in air- Leigh Instruments Ltd Carleton Place, Ont. latest 600 Series flight-data recorder is an launched torpedo trials. All specifications Canada Earlier versions of Leigh flight data electro-mechanical system using either un- have been established and proved by indepen­ recording systems—each with a capacity of coated, or opaque-coated Inconel foil as the dent test houses in Britain and France. up to 64 data channels recording on ^in tape, recording medium, providing, respectively, Limited integral replay facilities can be plus voice recording on iin tape—were durations of 400hr and 300hr. Input capacity, supplied with little increase in volume and LEADS military Series 100 and 200 and civil in addition to the current mandatory para­ weight, a feature of particular interest to Series 300. Both military systems have pro­ meters, allows for up to five extra servos and users operating in the field remote from a vision for voice-warning audio signals and five auxiliary" binary scribers for on-off mains power supply. Cassette loaded and limit-exceed maintenance indicators, and use functions. loop versions of the Recorder are available. the Leigh tumbling aerofoil recorder recovery The four-channel crash-protected cockpit Type 015 System A new modular ap­ package. Both are in service with the US voice recorder provides a 30min record from proach to data recording is now available and Canadian Armed Forces and the Series crew stations and passenger address system. from Hanbush, including a complete 200 is produced under licence by Dornier Dual-purpose versions have been developed digital data recording system recently sup­ System for the Luftwaffe's F-104Gs. to accept parallel digital flight data on the plied for use in a hostile environment. Among civil equipment is the FDRS-37 136 FLIGHT International. 22 July 1970 FLIGHT RECORDERS . . . are compressed-air-actuated units designed tape (0.0005in thick, iin wide) accepts for commercial aircraft. The buoyant ejection digital data, or parallel data and voice packages incorporate automatic flashing light recording. Versions are being developed with and radio beacons, in addition to the crash- increased data storage capacity, or with a protected ADR capsule. separate four-channel, 30rnin recycling voice recorder incorporated. This 261b, crash-pro­ digital flight data and voice recording system, ADR Protection: The very special protec­ tected i ATR short unit has been ordered using Fell Avionics CO. 1000-1 ADR (106hr tion required by the multi-channel recorder by BOAC for the Boeing 747 fleet. It is also data and 30min voice records), which is demands a 15in diameter ejectable housing specified for Sperry's new SADAS 8000 and installed in Air Canada's DC-8s and DC-9s. for the pre-production Concorde ADR 9000 Series and has been ordered by Garrett- The LEADS 300 system is fitted by five under-water recovery package. ML Aviation AiResearch. Another new unit ordered for Canadian operators, including Air Canada in has also developed much smaller and lighter BOAC's Boeing 747s is a lOOhr cassette- earlier aircraft. Another civil system is compressed-air ejected systems for com­ loading performance-data recorder using lin the more compact FDRS-38 which provides mercial aircraft. Mylar tape. Penny & Giles transducers and a 25hr record, on a crash-protected magnetic Mallory Batteries Ltd Gat wick Rd, Crawley, potentiometers are widely used in British tape recorder, of selected performance Sussex (0293 26041) Mallory SKB mercury and foreign airborne data acquisition systems. parameters for incident/accident analysis. batteries are used to power the radio beacons The company also produces the LEADS fitted in ML ADR recovery systems. The Philips Electrical Ltd Shaftesbury Ave, 400 VGH recorder designed for structural GEC-AE1 Beeper is similarly powered. London WC2 (01 437 7777) Portable voice and load analysis; and ejectable tumbling aerofoil, instrumentation recorders; miniature tape crash-position indicator and ADR recovery Mechanism Ltd Lansdowne Rd, Croydon, CR9 cassettes. packages; and provides support and playback 2HP (01 688 3426) Fatigue load meters; gust equipment for each LEADS/FDRS. Also see spectra photo-recording monitors; low-air­ The Plessey Company Ltd, Electronics Group Epsylon Industries. speed switches; pressure transducers. llford (01 478 3040) Plessey have been en­ gaged in research, design, development and Lockheed Aircraft Service Co, a Division of Microdot Inc South Pasadena, Calif 91030, Lockheed Aircraft Corp Ontario International production of flight data acquisition systems USA Flight-deck voice and communications since 1963. To date well over 300 equipments Airport, Calif 91764, USA Of more than recorder. 1,800 LAS 109-C and 109-D five-parameter have flown more than a million hours with ten analogue ADRs sold to 47 operators, some Minnesota Mining & Manufacturing Co Ltd international airlines and it is a tribute to the 50 109-Ds will be installed in Boeing 747s. Wigmore St, London WIA 1ET (01 486 5522) basic design philosophy that meaningful data The new ARINC 573 expandable flight Scotch instrumentation magnetic tape; tape has been recovered after all accidents, with the data recorder, EFDR Model 209, under cassettes; tape viewers. exception of the Comet missing in the Mediter­ development for the next generation of ranean. Data recovery of this order represents aircraft (or for retrofit to current airliners), Moore Reed & Co Ltd Walworth, Andovev a singular technical achievement. is a 64-channel digital system expandable in (0264 4155) Time digitisers; telemetering Plessey circuit designs are based on the use further 64-channel increments. Optional switches with stepping motor drive. of well-proven silicon integrated circuits and additions to the basic magnetic tape ADR various types of film circuits. Reliability has include a quick-access recorder, trend re­ Motorola Military & Aerospace Electronics been achieved by sound engineering practice corder, in-flight analysis printer and/or data Inc E McDowell Rd, Scottsdale, Arizona 85252, and the nominal design criteria for these link transmission. The use of interchangeable USA Advanced digital AIDS under develop­ systems is operation at less than 50 per cent expansion modules allows a wide choice of ment for civil and military aircraft. of maximum rating. A form of unit construc­ tion is employed in which the interconnections equipment, ranging between a mandatory Northrop Norair Div, Northrop Corp Haw­ ADR system to an advanced performance- between units are wire wrapped, thus avoiding thorne, Calif 90250, USA Automatic crash- the relative unreliability of plugs and sockets. monitoring AIDS. location radio beacon. A 1,400 data-input digital system developed Two systems are in series production, the for the C-5A, MADAR (maintenance analysis Northrop Nortronics Div, Northrop Corp Palos PV.726A and the PV.740. Further systems are detection and recording) monitors critical Verdes Peninsula, Calif 90274, USA Digital at the design stage and these are a new components and systems compares actual computer for Lockheed MADAR; ISRS minimum cost civil system which meets the against expected performance and visually (integrated status reporting system) for requirement of ARINC 573 and a lightweight classifies "Go/No Go" conditions, simul­ F-104G; NORVIPS (Nortronics voice inter­ equipment designed to accommodate the taneously recording on magnetic tape, ruption priority system) for crew-alerting, by stringent requirements of a military environ­ identifications and symptoms of malfunction­ pre-recorded voice warning, to malfunction in ment. ing items. any of 50 monitored parameters; CIPR (con­ The PV.726A is a fixed programme data An on-board microfilm reader displays tinuous in-flight performance recorder) minia­ acquisition equipment in quantity production possible signal characteristics for many ture four-channel tape unit, recording simul­ and one of its outstanding features is the high parameters and suggests appropriate in-flight taneously voice-warning messages, pilot's degree of accuracy achieved when recording corrective action by visual comparison against commentary and radio communications. the airborne parameters and their subsequent oscilloscope and voltmeter readings. In-flight analysis by ground processing equipment. printouts provide a record of suspect areas Page Engineering Co (Sunbury-on-Thames) This system which is scheduled for use by BEA to assist ground crews in trouble-shooting Ltd Sunbury-on-Thames (0932 7 84242) on their BAC One Eleven and Trident 1, 2 and during route stops. Instrumented functions Specialists in centralised warning systems and 3 fleets has specially designed acquisition units are also recorded at programmed intervals, master warning display panels. Memory which monitor the automatic landing systems to obtain trend-significant data for subse­ features and "attention" facilities can be and engine health, and thus play a significant quent ground processing and analysis. The incorporated. role in operational and maintenance planning. associated CDPIRS (crash data position The PV.740 is claimed to be the world's indicator recorder subsystem), incorporating Penny & Giles Data Recorders Ltd Mude- most advanced aircraft integrated data system a Leigh Instruments CPI, records the last ford, Christchurch (Highcliffe 2233) The and has been designed to meet the full require­ 30min of selected digital outputs from company's experience of ADRs dates back ments of incident performance and mainte­ MADAR plus speech channels, on a crash- to 1960 when prototype equipment was first nance recording with an expansion capability protected LAS tape recorder. tested in conjunction with the A&AEE. directly related to the present and future The company has also produced AIDS for Developed from this equipment, the 500 requirements of large modern jet aircraft, such the C-14I, P-3 and other military aircraft; Series is a very compact amplitude-modu­ as the Boeing 747, the SST aircraft and the ADAS II (aircraft data acquisition system) lated electro-mechanical data recording Airbus. The equipment is intended for use on for TWA's DC-9s; and an ejectable recording system, using a crash-protected I5hr wire the world-wide routes and portable test system (a licence-built version of Midas recorder. Interchangeable with the 500, the equipment, which supplements the internal CMM/7S) for USAF C-133s. 6000 Series is a 30hr digital development in­ check system together with read-out equip­ corporating solid-state electronics based on ment, is available for use at distant airports. McMurdo Instrument Co Ltd, The Rodney SADAS experience (see Sperry). Versions of This concept provides the operator with the Rd, Portsmouth, P04 8SG (0704 35361) these military systems are fitted in RAF maximum degree of systems flexibility from Aqualite water-activated-battery flashing Andovers, Belfasts and VClOs, and specified recording the mandatory parameters only, to beacons for buoyant ADR recovery systems. for the Nimrod. The civil 5000 Series, 300hr a complex system utilising the maximum cassette-loading wire ADR is fitted by capacity of 800 data inputs and 240 events at ML Aviation Co Ltd, White Waltham BOAC in EFDAS-equipped aircraft and by a sampling rate of 1024 digital words per Aerodrome, Maidenhead (Littlewick Green BUA and other operators using SADAS. second. A complete range of field test equip­ 3361) Two types of ADR automatic under­ First exhibited during 1968, the new 800 ment is available together with comprehensive water recovery systems have been developed Series 25hr recycling ADR uses stainless ground replay facilities ranging from a simple by ML. The first, a cartridge-fired device, is steel tape as recording medium. Consider­ "quick look" UV trace recorder to systems fitted in the Concorde prototypes. The others ably stronger than wire, the eight-track steel utilising a general purpose computer with FLIGHT International, 23 July 1970 137 extensive peripherals. Additionally Plessey for the SADAS 5000 Series system are avail­ which is directly replayable into ground data provides comprehensive ground processing able at the Sperry Flight Systems Division processing installations. and evaluation facilities which are available Product Support Centre, West Drayton, SADAS 7000 Series The new SADAS 9000 as a service to operators. Middx. Series (ARINC 573) systems and components SADAS 8000 Series This, the current also form the basis for advanced flight data Precision Instrument (UK) Ltd Kings Rd, SADAS System is in service with leading digital recording systems for military purposes Reading {0734 68833) Portable instrumenta­ independent operators and is based on the which are designated the SADAS 7000 Series. tion tape recorders. fully-proven, high performance SADAS 5000 Other items to complement these systems are Series electronics. The 8000 Series system uses being designed and offered for advanced Premier Precision Ltd Western Rd, Bracknell as 25-hour recycling stainless steel-tape re­ military aircraft projects. (0344 4242) Proximity transducers for detec­ corder to take advantage of the latest regula­ tion and measurement -of bearing wear, etc. tions. The equipment has an expansion Stainless Steel Wire Co Ltd. Langsett Rd, capability to meet any proposed changes in Sheffield, S6 2LU (0742 344241) Stainless Recordings Designs Ltd Blackwater, Camberley mandatory regulations and/or maintenance/ steel wire (0.002in and 0.0036 in) for Penny (0276 24622) Miniature instrumentation tape operations recording. Provision is made for an & Giles wire recorders. recorders and replay anlysis equipment. optional, cassette-loaded, Mylar tape recorder to be used for parallel recording to give rapid Standard Telephones & Cables Ltd, Aviation Rocke International Corp 13 E 40th St, New data recovery for airline users own purposes. Div New Southgate, London Nil (01 368 1234) York 10016, USA Export suppliers of Full replay facilities, easy-to-use digital test The A. 1205 catastrophic warning unit attracts Fairchild CVRs and FDRs. equipment and product support are available the pilot's attention, by strident signals from the Sperry Fight Systems Division via the headphones, to the appropriate indica­ SE Laboratories (Engineering) Ltd N Feltham Product Support Centre. tor panel upon development of any one of a Trading Est, Middx (01 890 1166) SE SADAS 9000 Series Range of Systems The number of predetermined emergencies. 9000 Series systems which are designed around pressure transducers are fitted in the Concorde Sundstrand United Kingdom Ltd 108 London prototypes. U-V light beam recorders. the ARINC 573 specification will meet world­ wide future mandatory requirements for flight Rd, Kingston upon Thames (01 546 7262) recording systems and provide an expansion Agent in UK, Africa, Asia and the Middle SFIM (St£ de Fabrication d'Instruments de East for United Control Data Division flight Mesnre) 13 ate Marcel Ramolfo-Garnier, capability for any desired level of data acquisi­ recorders. 91-Massy, France SFIM photographic trace tion and recording up to a comprehensive ADRs are fitted by some 20 airlines including AIDS facility. Technology Inc Colonel Glenn Highway, Air France. Unprotected versions have been The system electronics, by use of the latest Dayton, Ohio 45431, USA FAA contract in used by BEA and BOAC for Cadrap work. design and packaging techniques, are built into 1968 for development of operational and Second-generation equipment includes digital a iATR flight data acquisition unit which may flight-performance data recorders for scheduled AIDS and incremental recording systems, and be expanded in capacity from a data rate of 32 airline use. crash-protected magnetic tape ADR's. SFIM words per second and 42 parameters to the electronics are used in Jaguar flight-test full ARINC 573 specification of 64 words per Thermionic Products (Electronics) Ltd Hythe, recording systems. second and 89 parameters. Further expansion Southampton (0421 43265) Cockpit voice can be obtained by the use of auxiliary data recorders. Sangamo Controls Ltd North Bersted, Bognor acquisition units. Regis (5511) Chart reader for quick measure­ A range of Flight Data Entry panels to suit Tolana Div, Ste d'Instrumentation Schlum- ment of strip-chart traces; miniature trans­ airline requirements varying from a simple berger rue des Blains, 92-Bagneux, France ducers for displacement measurements down flight identification entry and system status Flight-test and cockpit voice recorders. to 0.00025in. facility up to full AIDS control requirements can also be made available. Ultra Electronics Ltd Western Ave, London W3 (01 992 3434) In parallel with the extensive Savage & Parsons Ltd Watford, Herts (26071) The 9000 Series system utilises a new fourth generation recorder employing the recycling programme covering the Concorde's power- Twelve-channel high-resolution galvanometer plant electronic control system, UEL have oscillograph trace recorders. principle and designed for the utmost sim­ plicity and reliability. The basic system may be developed an on-board automatic test unit lor this system. An interrogation selector Smiths Industries Ltd, Aviation Div Wembley extended to incorporate parallel cassette recorders (including computer-compatible re­ locates and visually identifies faulty circuits, (01 452 3333) Pressure transducers; synchros thus allowing the flight engineer to check and small motors; electronic master clock. corders and communications compatible recorders) and to integrate with full aircraft the engine control system and peripheral data management systems. equipment, either during taxi-in or before Solartron Electric Group Ltd, The Farn- engine-start, and initiate immediate replace­ borough, Hants (0252 44433) Concorde Sperry Flight Systems Division's new Product Support Centre at West Drayton ment action while the aircraft is on the ramp. flight and ground-test data-logging, dynamic With long experience of radio recovery analysis and digital tape recording equipment. incorporates the SADAS Replay Centre in addition to providing normal product sup­ beacons, UEL have recently introduced a new helicopter crash locator beacon. A UEL Southern Instruments Ltd Frimley Rd. Cam­ port part-exchange schemes and flying hour contracts. The playback centre provides a beacon is also specified for Davall's ADR berley (0276 3401) Ultra-violet recorders; recovery system. Another new UEL recording transducers. rapid, economical service for all civil SADAS systems and by virtue of its proximity to device is an engine-life recorder. Spec Tool Co, Marathon Instruments Div E Heathrow is readily acceptable to overseas United Control Corp (subsidiary of Sundstrand Beverley Rd, Pico Rivera, Calif 90660, USA customers. If required complete SADAS Corp), Data Div Rush St, South El Monte, Marathon AIDS and voice recorders. playback systems can be supplied to individual Calif, 91733, USA Marketed by Sundstrand users. United Kingdom, UCDD flight-deck voice Sperry Flight Systems Division, Sperry Rand Military Systems are: SADAS 6000 Series and airborne data recorders are in use with Ltd Downshire Way, Bracknell, Berskhire This extremely low-cost system combines small numbers of US and other commercial RG12 1QL (Bracknell 3222 Telex 84129) A size (6.2in high, 13.1in wide and 6.7in deep), operators. range of Sperry Airborne Data Acquisition and light weight (161b) with all the advantages Recommended as standard equipment by Systems (SADAS) are now available for civil of digital techniques. Two versions are avail­ six aircraft manufacturers and fitted by over and military applications. able with recording durations of 15 and 30 90 airlines, the F-542 Series is a five-channel Civil systems are as follows: SADAS 5000 hours respectively. The all solid-state elec­ analogue data system with capacity for Series This digital flight data recording tronics which make extensive use of integrated expansion. Simultaneous or consecutive re­ system was first introduced in 1965 using a circuits offer an 8-bit resolution, and a \ per cording is possible on both sides of the high- long duration wire recorder with a high cent accuracy, and are contained within the tensile stainless metal foil. Duration is 400hr information-packing density. The system protective package housing the wire recorder. a side. Foil magazine and electronics are which fully meets mandatory requirements A full range of ground support and test housed in a single iATR long case. and has a high expansion capability, is now in equipment is available and the system desig­ Playback and service facilities are provided service with 12 customers in the UK and nated by the RAF/Mintech as the ADR Mk IV in the USA, UK (Sundstrand United King­ abroad, and has been fitted to 13 aircraft is now being supplied for the RAF Support dom and Field Aircraft Services) and other types. From the first, the system was of Command VC10 fleet, Mintech fleet and locations abroad. entirely solid-state design including multi- principal aircraft constructors. % plexing and made extensive use of integrated Jaguar Flight Recorder This system, employ­ Whittaker Corp, Instrument Systems Div circuits. The system has a data rate of 64 words ing two recycling recorders and a control unit, Saticoy St, N Hollywood, Calif 91605, USA per second with a 10-bit resolution, and can is fitted to the flight-test Jaguar aircraft. The A multi-channel crash-survivable airborne be readily expanded to cope with up to 56 protected recorder cases are spherical and the tape recorder is produced by this division for parameters by the addition of plug-in modules. digital information is recorded on plastic- use in connection with the Aircraft Structural Full maintenance, stores and replay facilities based tape in a computer-compatible format Integrity Programme. 138 FLIGHT International. 23 July 1970 advantage of the majority of users and hammered out by the Royal Aero Club with the frequency allocators of the time, who seemed to know nothing of the needs Letters or pockets of private pilots until told. In the same vein the Private C of A is to disappear, and to become Special, slightly better than the Restricted previously proposed by the bureaucrats, but still offen­ sive to those who value the dignity of ownership. Anybody willing to have a fiver on when RPLs will be introduced? Let us hope that Mr Corfield can establish that the The Balance of Power needs of the private pilot will not be satisfied by con­ cessions but by practical legislation based on the SIR,—I read with interest the extracts from Mr Geoffrey legitimate needs of all pilots, who have as equal an Knight's paper to the RAeS symposium, published in entitlement to airspace and facilities as the next man. Flight for June IX. There is plenty of airspace both of the flying-through I think he goes as close as he dares to pointing out the and transmitting-through types if it is allocated and used root cause of the check in the growth of the British air­ sensibly and with regard to the users, all of whom have frame industry when he infers that insistence by the the right to use it without resort to concessions. Government on the use of Rolls-Royce engines has pre­ Welwyn Garden City. Herts H. BEST-DEVEREUX vented the British airframe manufacturers from taking the lead in joint projects, and that support of the UK engine industry has been at the expense of the airframe industry. Lack of Law He is. of course, referring to joint European projects SIR.—In your footnote to a letter from Mr Whiteside but the limitations of British aero engines, in relation to (June 18). you say there is no legal redress for over­ power development and the lack of suitable engines for booked passengers in Europe. In the UK, at least, there the airframes at the time they were required, in my might be something in the Trades Description Act to opinion has done much more damage to the British cover the case; the airline advertises and accepts payment aircraft industry than loss of the lead position in joint for a service which, in the case of the overbooked projects. passenger, does not exist. I feel that both the Trident and the BAC One-Eleven Perhaps a legally minded reader could advise us. would have done better if a more advanced range of Guildford. Surrey I. J SHAW (Dr) engines had been available when required. What probably prevents this problem from coming more out in the open are the shareholdings which Rolls- Undesirable Introspection Royce has in some manufacturing concerns. I do not SIR.—I read Mr Crighton's letter (Flight. July 2) with think that an engine manufacturer should be allowed to interest and entirely agree with him. It is most undesir­ hold shares in an airframe manufacturing concern, or able that any industry should become introspective and vice versa. ignore what is going on in allied or competitive fields. Geoffrey Knight blames the Government, and I agree This criticism has applied in the past quite often to that they must ultimately take the responsibility, but marine transportation but I must agree with Mr Crighton I feel that the pressures are exerted from within the that your references to the marine industry might well manufacturing companies, owing to the enormous power be criticised for the same faults. wielded by Rolls-Royce. Mr Crighton has dealt with the subject at length, I fear that if something is not done to free the air­ but perhaps your readers may be interested to know frame industry from the shackles of the engine industry that during the six months to April 30 United Kingdom then the whole lot will sink together. ship owners alone placed orders for ships valued at Luton, Beds o. D. PEACOCK £900 million. British ship owners between now and 1979 |In fairness to Rolls-Royce, its 20 per cent shareholding will spend many times as much on new equipment as in British Aircraft Corporation was acquired in the course British airlines. Furthermore, it must be remembered of the merger with Bristol Siddeley, and Rolls-Royce has said that the average ship on order probably carries some­ that it would like to sell the shares. It would also be happy thing of the order of 100.000 to 150,000 tons of cargo to sell its 15 per cent shareholding in Shorts. The company has no shares in Hawker Siddeley. The Spey, to which Mr at a time, at a speed of approximately 18kt to 20kt. The Peacock is no doubt referring, was developed specifically for unit cost per ton-mile of such carriage is almost the Trident and was available at the right time to power incredibly low by any other standards on land or in the One-Eleven, which has become Europe's most successful the air and the present enormous increase in shipping second-generation jet transport.] capacity reflects this. Its percentage growth is large, even by comparison with the growth of aviation. Basingstoke, Hants E. c. B. CORJLETT No Concessions to Dignity SIR.—In view of the fact that Rolls-Royce motor cars are available, the "concessions" to use Ford Anglias on Days of Empire the crowded motorways will be removed—the vulgar SIR.—I have a copy of an Imperial Airways timetable can suffer and like it. Such is the item "VHF Concessions dated 1925, and I thought you might enjoy this quote To Go" on page 1036 of Flight for June 25 as it appears (quite genuine):— to one who buys flying from taxed income and also uses "Customs and passport formalities, at both ends of aircraft as a business tool. the journey, are carried through with the minimum of We really must do something about aviation semantics trouble; there is no hustling or waiting in queues. This before even Flight falls finally into the trap of being unable to distinguish the tail from the dog and which wags which. I am fed up with being told as a private pilot of the concessions handed out to me, like the LETTERS for these columns should be addressed to the ghastly chocolate ad on telly. Recently you wrote of Editor. "Flight," Dorset House, Stamford Street, London a concession for pilots to do simple maintenance tasks; SEI, and must bear the sender's name and address, though the address will not be printed in full unless the nature now we are told that the six-channel scheme for com­ of the letter requires it. A nom de plume is acceptable munications was a concession—well, it wasn't. This only in exceptional circumstances. Brief letters will stand a scheme was a sensible means of using equipment to the better chance of publication. FUCHT International. 23 July 1970 response we have enjoyed over the years, it is simply because 1 scarcely know of a more worthy cause. Even in the swinging seventies it does no harm to be grateful and to remember. And in fact our debt to the Poles is enormous. They kept fighting when others stopped, or failed to start; they rallied to our side when our position was perilous, and they shared in that great epoch the Battle of Britain—but which was the Battle of the Free World. Our own Few were joined by the Polish Few. If you can help us. please do so. Help those who Twin-Wasp from a Hudson? See the letter below from Mr Smith fought for our dear land as well as theirs and who helped save ours but lost their own in "peace" time. Please send what you can to me for the Polish Air Force Benevolent Fund at 14 Collingham Gardens. London SW5. All donations will be thankfully acknow­ is a point especially worthy of consideration when ledged. travelling at a holiday season. London SW5 HUGH LLOYD, "The passenger cabin of an Imperial Airways aero­ Air Chief Marshal, RAF plane is entirely enclosed: the windows on either side can be opened or closed at will. There is no more need For CAC read RAAF for special clothing than there is on a railway journey." SIR,—I refer to Mr Humphrey Wynn's article on Oh good, let's go then. What do you mean, you can't "Malaysia's Growing Air Arm" in your issue of June 25. find them in Yellow Pages'? The statement that the ten gift Sabres were refurbished "Arrangements have been so perfected that the clear­ by the Commonwealth Aircraft Corporation is false in ance of air parcels through the Customs is only a matter that the refurbishing was completed within the RAAF. of a few moments." Was it really like that in the good No 3 Aircraft Depot received a commendation from ol' days? the AOC Support Command for the efficient and timely Well, if that doesn't grab ya, how about this from manner in which the task was performed. my 1937 Air Pilot (must get a more up-to-date one)? The Government Aircraft Factory, please note the "It is strongly urged that all pilots, when flying on difference, did have a Sabre rewiring programme during a Sunday, should scrupulously avoid flying in the the refurbishing period but the usual slippages in the vicinity of churches or chapels, or. where complete delivery schedule precluded the use of any aircraft from avoidance is impossible, should fly over them only at that programme. such an altitude as will not cause any disturbance of London WC2 A. NEWMAN, Divine worship." Wft Cdr, RAAF No sense of humour, even then. But at least life was |At Butterworth. the author was told that the Sabres had peaceful, full of concord. Did you say something? been refurbished by Commonwealth Aircraft Corporation.— Rayleigh. Essex ALAN TYLER Ed |

Wanted: Heathrow Gat IN BRIEF SIR,— I think that it is about time that a general-aviation The first reunion since the amalgamation of the RAF terminal (on the same lines as the one at Gatwick) was Staff Colleges at Andover and Bracknell, open to past erected at Heathrow. There are now numerous smaller Directing Staff and graduates of any RAF Staff College. aircraft landing at Heathrow which have to park on the is to be held on September 25 at Bracknell. Details and south side because they are not now allowed into the tickets are available from the Reunion Secretary, RAF central area to pick up or drop passengers connecting Staff College. Brack ness. Berks. with scheduled flights, and one of the big problems is transport from the south side to the centre. The 1970 reunion dinner of 8 Naval/208 Squadron If there was a GA terminal with a BAA vehicle to Association will be held at the Royal Air Force Club take passengers to and from the main area and Customs on October 24. Ex-members of the squadron are invited facilities as well, this would help considerably. to obtain tickets from the Hon Secretary, Fit Lt J. B. Stansted, Essex L. RICHARDS Craig, RAF (Ret'd), 5 Aaragon Road, Kingston-upon- Thames, Surrey. High and Dry SIR,—The photograph above shows an engine from an aircraft which crashed into Great Gully above Wastwater in the Lake District during the last war. DIARY Most of the wreckage has been buried by a rock-fall Jul 23-26 US International Aerospace Exposition; Milwaukee, but, judging by the camouflage and white underside. Wisconsin. it must be a Coastal Command type. The aircraft could Jul 24-26 Ulster Flying Club: international air rally; Newtownards. have been a Hudson V. which would make the engine Ulster. a Twin-Wasp. Confirmation of this and/or further Jul 25 Cross-country gyroplane race; Membury, nr Newbury, information would be welcomed. Berks. Jul 25 RAeS Isle of Wight Branch: air show and static exhibi­ 49 Princes Boulevard, tion; Bembridge Airport. (Flying starts 2.30 p.m.) Higher Behington. Jul 25 "Air Day"; HMS Daedalus, Lee-on-Solent, Hants. Wirrai. Cheshire D. J. SMITH Jul 26 Shuttleworth Collection: Military Air Pageant—60 Years of Service Aviation 1910-1970; Old Warden Aerodrome, Biggleswade, Beds. Gates open 11 a.m., flying starts Polish Airmen's Week 2 p.m. From Sir Hugh Pughe Lloyd: Jul 26 First World Festival of Aerobatics; RAF Hullavington, SIR,—This year is the 30th anniversary of the Battle Wilts. of Britain. It is also the 25th anniversary of the Polish Jul 30- BLAC: Summer Convention and Flight Proficiency Aug 1 Clinic; Cranfield, Beds. Air Force Association and I feel no dismay in asking Aug 2 Old Warden Flying and Parachute Group: competitions those who have supported me so generously in the past and aerobatic display; Old Warden Aerodrome, Biggles­ 17 years for help for the Polish Air Force Benevolent wade, Beds. Fund. It is not that I am unmindful of the wonderful Aug 2 Panshanger Air Pageant; Welwyn Garden City. Herts. 6a FLIGHT International. 23 July 1970

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NASA BRINGS SHUTTLE TO EUROPE

URING THE EXCITEMENT of the Apollo landings beginning 3g PAYLOAD SEPARATION ACCELERATION 450km ORBIT exactly a year ago, the post-Apollo programme was X 55° INCLINATION D not much more than a low-key phrase, the space shuttle tOOnm ORBIT a far-out idea. But following the Presidential decree last 55° INCLINATION March, with co-operation as a central tenet, the shuttle began to assume the framework, not only of the future US space programme, but also of possible collaborative schemes with ORBITER SEPARATION Europe. In Bonn from July 6-8, the programme, its purpose 50 km V ORBITER and its problems were brought into sharp focus by Nasa ALTITUDE/ RE-ENTRY MACH (O / 122 km and the principle contractors, when they invited Europe to (2900 ft sec)/ X ALTITUDE BOOSTER participate. Perhaps most exciting was the realisation that RE-ENTRY 29 DECELER­ the shuttle is in concept an extremely advanced aircraft. 4g DECELERATION ATION 38:4km ALTITUDE 60°ANGLE OF ATTACK The post-Apollo programme The purpose of the post-Apollo programme is to provide a basis for a major step forward BOOSTER FLYBACK in the exploration and utilisation of space for peaceful 300nm RANGE. 250kt,22,OOOtt v TRANSITION TO purposes, at a far lower cost than would be possible by -•* SUBSONIC continuing to use the current launching techniques. The basic elements of the programme are a space station and a trans­ BOOSTER LANDS ORBITER LANDS port system which is made up of the shuttle, a tug and (later) reaction engines of about 680kg the orbiter. thrust, to give control in all planes and provide adequate The life-support systems are based closely on space experi­ redundancy. ence and the data presentation and cockpit layout on aircraft The requirements for the air-breathing engines for ferry and experience. The avionics system is identical in booster and landing of the booster and orbiter are very different—the total orbiter. with unrequired features in one or other eliminated. thrust required for the booster is about five times that needed Among the interesting development programmes is a laser on the orbiter and the engines operate for over an hour instead docking system. of the ten minutes or so in the orbiter landing pattern. So different engines for the booster and orbiter have been selected. Overall programme The later phases of the shuttle pro­ The candidate engines for the North American Rockwell gramme are Phase C (design) from late 1971 to early 1973. booster are four hydrogen-fuelled General Electric CF6-50C and Phase D (development) from early 1973 to operation in high-bypass-ratio turbofans of about 23.000kg thrust. Other 1977. An aircraft rather than a satellite launcher approach to engines are being considered. One of the options is use of flight testing is proposed. The operational orbiter and booster kerosene fuel, but the payload penalty is in the region of will proceed from subsonic horizontal flight to vertical launch 20 per cent. of the combination through the flight programme, with repairs For the orbiter. several engines are being considered, includ­ and modifications introduced as necessary and final refurbish­ ing a Rolls-Royce one. but the requirement is questionable. ment before assignment to operations. Amongst major ground Without air-breathing engines payload would increase by up tests will be hot structural tests but, unlike Concorde, these to 20 per cent, and a Nasa programme of lifting-body flight will be made on models, albeit models of "some metres" size. tests has shown that suitable orbiter configurations could have Areas of risk have already been mentioned but the more adequate low-speed characteristics and manoeuvrability for important are adequate lightweight thermal protection and approach and landing. achievement of the design thrust on the main engines. These The configurations being studied in Phase B are:— are especially important because the shuttle payload is many North American Rockwell—a single-bodied booster with small times more sensitive to errors in structure and fuel weight straight wings, a straight-winged orbiter for low cross range than an aircraft payload. and a slender-delta orbiter for high cross range. Summing up, the space shuttle is an airline-like system for McDonnell Douglas—a slender-delta booster and an orbiter transporting men and equipment from the surface of the with folding straight wings for low cross range, a twin-body Earth to space stations and other destinations in Earth orbit. booster with a slender-delta orbiter for high cross range. It will entirely replace the current range of launchers from Readers of Flight will note the similarity of the delta con­ Thor Delta to Saturn I at an operational cost of about one- figurations with BAC's proposal for a. low-cost orbital trans­ tenth that of conventional launch. Not only will it reduce the porter called Mustard, reported in 1966. cost of launching but it will reduce the cost of satellites since A review of aerodynamic technology studies at the Langley in-orbit repair, recovery for refurbishment and very rapid Research Centre included a film of hypersonic tunnel tests replacement will be possible. Clearly this will result in a con­ of candidate models over the re-entry range of angles of siderable reduction in cost of all kinds of future satellites, attack from 20° to 60°. This showed a complete flow separa­ including those for communication, air traffic control. Earth- tion from the straight wings as the angle of attack increased, resources survey, educational television and so on. very complex separation patterns from the twin-body booster Nasa is asking for active European participation now in with delta orbiter, and remarkably constant-flow patterns on both the project and technology programmes in areas where the lifting bodies and slender deltas over the whole incidence Europe has the ability to contribute. The price is payment by range. There are many more aerodynamic problems which the European governments for the participation made by need deeper investigation. European establishments and industry. The reward is sharing The thermal protection during re-entry is probably the most with the USA a tremendous leap forward in technology of difficult problem in the shuttle programme and is such that direct benefit to many industries. The penalty for not joining the total weight of the high-cross-range orbiter structure is is an irrecoverable lag in a rapidly advancing technology that typically 50-60 per cent of the launch weight without fuel. could put our aerospace industry out of business. The possible The problem is made more difficult by the uncertainties in areas of participation are the space station, the space tug or prediction of the thermal environment, and in the ability of the shuttle and their development. Of these, the shuttle promising candidate materials to withstand the operating and its technology programme, with its greater relevance to environment for 100 missions. Maximum temperatures for the the whole aerospace industry, is probably the most important. booster are typically 700°C to I,000°C, and for the orbiters Participation, especially in the somewhat short-lived tech­ l.300°C to l,700°C. nology programme, should start immediately, now that the Both booster and orbiter have an outer thermal shield. This invitation has been given. It is an ambitious project, but shield is designed to withstand not only the high temperatures so was the Apollo venture. There is no doubt it will suc­ and scouring but also very large thermal expansions and ceed, though perhaps with a 1980 first flight rather than the contractions. A non-ablative metallic shield is the primary planned 1977-78. But then, many people said the Apollo choice, with materials to match the temperature environment programme could not be completed in the planned time, 141 FLIGHT International 23 July 1970

Hawker Siddeley Nimrod XV148 seen at a recent RAFA display at Woodford, Cheshire, carrying Martel air-to-surface missiles on its underwing pylons. These could also be used mini for carrying AS.IIs or AS. 12s DEFENCE operating Harrier vertical take-off air­ craft. They suggest that Hermes air groups should be maintained in service German MRCA Approval to support Ark Royal and Eagle when required. DURING THIS WEEK the Security Com­ to the Defence Committee by the Chief "As the Conservative Government has mittee of the German Bundestag was of Staff of the German Air Force. made it clear that they intend to main­ expected to give final approval to the Lt Gen Johannes Steinhoff. The Ger­ tain a presence East of Suez the groups Defence Committee decision on July 13 mans, while militarily and industrially believe that the support of at least one to fund the MRCA multi-r61e combat enthusiastic about the MRCA—which aircraft carrier will be required for the aircraft programme for one year. This will follow a long post-war succession of protection of British interests in this expenditure of DM100 million (£10 mil­ American-designed front-line aircraft area." lion) is taken from the 1970-1971 West produced under licence, from the F-84 German defence budget. German to F-104G—are concerned that expendi­ Franco-German Strike Trainer? approval of this stage has now been ture upon its development costs should NO DECISION HAS YET BEEN MADE On the given by the West German Parliament, not rise; reportedly the Defence Minister proposals put forward to fulfil the the Defence Council, the Defence has said that the project would be Franco-German jet trainer requirements Minister and the Defence Committee. cancelled if such costs increased by more to succeed the Magisters and T-33s and Last week the British Minister of than 10 per cent, excluding increases it is likely that an entirely new require­ Defence, Lord Carrington, and Herr resulting from rising salaries and higher ment will now be issued. Helmut Schmidt. German Defence materials costs. This is because the German Air Force Minister, had their first meeting, which The Italian Government, which does is now to have only the two-seater included a discussion of the MRCA not effectively exist at present (until the version of the MRCA whose roles will programme. The next stage in this will formation of a new Coalition) has not not entirely cover that of its G.91 be for the long-awaited Memorandum so far been able to come to any decision ground attack aircraft. The revised of Understanding to be signed and this confirming Italian participation in the requirement therefore would be for an is expected to be the subject of Parlia­ MRCA programme. The Italian Air aircraft to replace both the jet trainers mentary announcements Force requirement would be for 100 and the G.91. and the consortia which As far as Germany is concerned the aircraft and the Italian industry would have already tendered proposals for the MRCA programme is considered to be like to build a complete prototype trainer (Snias and MBB; Dornier and one of the most important for this version before its part in the production Dassault-Breguet) will probably be decade: a presentation of it was given programme gets under way. asked to reshape their specifications accordingly.

Conservative Carriers "The groups note with concern the The prototype Siai Marchetti SM.I0I9 Jetstol all-purpose military aircraft, produced to meet A CALL for an early Government state­ forthcoming disbandment of HMS an Italian Army requirement and recently ment on the future of the Royal Navy's Hermes aircraft squadrons and call for evaluated by the Air Force. A second SM.I0I9 aircraft carriers has been made by the the retention of Hermes as a commando was due to make its first flight at SestoCalende foreign affairs, defence and aviation carrier with the additional facilities for last Monday. Powerplant is an Allison 250-&I5G groups of the Monday Club, the Con­ servative pressure group. In a statement, the club says: "In view of increased Soviet maritime activities and the potential life of the recently modernised aircraft carriers the groups call for a reversal of. the Labour Government's policy to phase out naval fixed-wing flying. They believe it is vital to make an early announcement before morale in the Service is further reduced so that immediate steps can be taken to prevent redundancies of skilled aircrew and technicians. 142 FLIGHT International. 23 luly 1970

Aeronavale's future striker

By the middle of this decade the French Navy's Air Division embarked in "Clemenceau" and "Foch" will be able to field a potent addition to its offensive ability in the form of Jaguar supersonic nuclear-armed strike aircraft. With a combat radius of action of 1,025 miles, the navalised Sepecat Jaguar will complement the air division's F8E Crusaders and replace its Etendards. Recently "Flight" watched the initial carrier qualification trials of this aircraft aboard "Clemenceau" in the Bay of Biscay (see World News last week, page 68). To withstand the tougher requirements of carrier operations, the M-type Jaguar has a strengthened arrester hook, single main-wheels and an extendible nose leg, as shown in the photographs of the prototype, M-05, at RAE Bedford, published in Flight for July 9, page 55. This aircraft has at present no laser range- finding equipment or cannon fitted because of test gear, although these are specified for the operational version. Three pilots undertook the twelve launchings and landings—two Aeronavale officers, and a third from Breguet. Left, watched by some of the ship's complement, the Jaguar searches for a wire beneath the Etendard chase aircraft. Below left, afterburners aglow, it leaves the steam and the carrier deck behind. Below, pre-flight check by Breguet technicians. The RAE Bedford coat of arms now adorns M-05's splitter plate and a tally of the number of landings and take-offs made is inscribed under the cockpit. To the right of the entry ladder is a trials camera. FLIGHT International. 23 )uly 1970 143 Voodoo Transplants UNDER A NEW AGREEMENT between Canada- and the United States, Canada is to receive 66 USAP F-101 Voodoos in exchange for its entire force of 58 CF-101 Voodoos. To compensate for the difference in numbers, bringing Air Defence Command Voodoo strength up to its original total, the Canadian Government will spend about $7 million in cash in Canada for work on the aircraft and in modernising facilities for repair and overhaul of its fire control system. In addition Canada will continue to assume the US financial responsibility for maintenance and operation of certain Pine Tree Line radar sites until July 31, 1971. This will involve expenditure of about $31 million. Cost-sharing arrange­ ments after that date are currently under negotiation. The Canadian Armed Forces CF-IOls are part of Canada's contribution to North American air defence and are based at Bagotville and Val d'Or in Quebec, at Chatham, NB, and Comox. BC. The USAF F-lOls are superior to the CF-lOls under all operational conditions, particularly at a low level and in elec­ tronic countermeasures activity. They will be fitted with CF-101 engines, ejection seats, navigation and communi­ cation equipment which have been Canadian-modified over the years. The F-101 fire control system will greatly improve Canadian aircrew capability. This US-Canadian aircraft exchange began this month and will be completed in the autumn of 1971. F-104G Anniversary THIS SUMMER Lockheed F-104Gs cele­ Luftwaffe statistics show 83.6 Star- HMS "Ark Royal" with her squadrons em­ brate an anniversary—their tenth year in tighter accidents per 100,000hr flown in barked: from bow to stern, No 809 Sqn service with the West German Air Force. 1965. In contrast, only 14.7 of the (Buccaneer S.2s), 892 (Phantom FG.Is), The first F-104G for the Luftwaffe was aircraft were lost in 1968 for the same 824 (Sea Kings) and 849B (Gannets) delivered from the United States in July number of flying hours. 1960. Soon afterwards licensed produc­ The periodical Wehr und Wirtschaft tion of the Starfighter began in several recently commented that these statistics European countries; and in the middle gave West German Starfighters the second sixties, when this reached its zenith. lowest accident rate of any of the 14 European production of Starfighters air forces flying the type. Only the became the greatest international aircraft- Norwegian Air Force has a better building proejct up to that time. record, never having lost one of its More than 100,000 people were in­ Starfighters. volved in the project in the consortium The figure of 14.7 places the Luft­ countries—West Germany, Belgium, waffe's Starfighters on the credit side of Holland and Italy, as well as in the the average accident rate of between 15 United States, Canada and Japan. More and 20 lost for every 100,000 flying hours than 2,000 Starfighters were produced —the measure which is used by Nato Austrian arrival (see news item below) of for the air forces of those countries and air force authorities in Central Europe the first three Saab 1050s for the Austrian total economic volume was in the order (Afcent). Air Force of DM12 billion (£1.36 billion). Germany's F-104 crisis, which domin­ Reports from Buenos Aires say that Licensed production of Starfighters ated the public and the Bundeswehr negotiations are likely to be opened with was simultaneously one of the main (Federal Military Forces) only a few Avions Marcel Dassault for the acquisi­ pillars of the rebuilding of West years ago, appears now to have been tion of 14 of these aircraft to replace Germany's aircraft industry. It enabled overcome. Argentine Air Force Meteors. that industry to acquire the technical knowledge necessary for contemporary Pakistan Mirage 5s? Austria's 1050s production methods, and it provided the THE ACQUISITION OF up to 25 Dassault THE FIRST THREE OF 40 Saab 1050s for prerequisites for the collaborative Mirage 5s by Pakistan has been reported the Austrian Air Force were officially development of military projects like in New Delhi newspapers, quoting handed over at Vienna-Schwechat Air­ the European multi-role combat aircraft. French aircraft industry sources. The port on July 7 (see picture above). According to the West German Air Pakistan Air Force already has a Austria's Defence Minister, Herr Johann Force, more than 20 Starfighters crashed squadron of Mirage 3Es and also three Freisher, received the log books of the in 1965. Last year only nine of them Mirage 3Rs for reconnaissance and three aircraft from Saab-Scania's managing were lost, although in the meantime the 3D two-seat trainers. director, Dr C. Mileikowsky. The 1050s number of flying hours hadi greatly Another possible new purchaser of are being used in the AAF for training, increased. Mirage 3s is the Argentine Air Force. close support, reconnaissance and liason. 144 FLIGHT International, 23 July 1970 i g ti t and

ISITING one of my favourite avionics • If you are paying a company to do friends the other day 1 asked him something, you are not getting the Aircraft movements at V what we ought to do about the service to which you are entitled, and iteathrow Airport were down by, 117 in June compared with RAE and the other research establish­ you have roundly cursed them with that June, 1969—because several ments. majestically intimidating accusation that Jumbo jets are doing the job He thought for a moment, finished they are "unresponsive." tell them you of two Boeing 707S;_ buttering his roll, and said: "I would want some "visibility." MR scrap them all. put all their talented Apparently this is the word used by From the London "Evening News," )uly 8 people into industry, and tell them to Americans when dealing with contractors do commercially orientated research and who won't tell them what is going on. development." Pure research, he said, You turn up at the front door of the should be done by universities. Have a chairman's home at 1 a.m. in the morning • Someone has reminded me that Sir national budget for pure R&D and share demanding "visibility." Sefton Brancker was not the only civil it between the universities and industry, Visibility old boy? At this time of the aviation minister since 1922 to know thus helping to cost advanced technology night? Well do come in, anyway. Would something about aviation. There has been and to find the elusive compromise you care for a cup of tea? one other, Mr Frank Beswick—now Lord between fixed-price and cost-plus con­ Beswick—who was an acting BOAC tracts. Anyone got a better idea? captain and chairman of the Labour Party's civil aviation committee when he was appointed Parliamentary Secretary • While tending to withold my approval LETTERS to the Ministry of Civil Aviation in 1950. from the noise-stricken citizen of Frank­ SIR,—I wonder if you can help me? He has been closely concerned with furt who is reported to have installed an aviation ever since, and was the last anti-aircraft gun in his back garden, I Every time I move the stick forward my aircraft banks to the left, and when I Government's spokesman on civil avia­ can't help approving of the tormented tion in the House of Lords. My respects Parisian who has painted a quite move it to the right it goes into a steep dive. An early reply would be appre­ to a true friend of British aviation who untranslatable message on the roof of his really knows the business. house on the approach to Orly. ciated as I'm getting rather low on fuel. I've tried the ARB but they put me on to CAFU who referred me to the • Although the 747 is not easy to • BEA's Trident crew refresher courses manufacturer who put me on to the now include a diversion due to a bomb distinguish overhead it makes a distinctive supplier who put me on to the Ministry noise—rather Vanguardish. Not exactly a scare, I am told. Remember the days of Technology who put me on to the when you just practised simple ADF whine, but a higher-frequency type of Board of Trade who said they weren't noise. Rather like an oil drum full of letdowns and the occasional ILS? responsible for air safety. Whatever next. bees. In anticipation of your early reply I It must be all those people inside remain. yelling for a drink. • Mr W. E. Whitmore of BOAC, Yours faithfully. objecting to BUA's application for Tunis, Biggies Hill J. WHITEKNUCKL.ES • Mr. Denis Healey, lately Minestrone told the Air Transport Licensing Board of Defence, said in The Observer for that this was a case of "opportunism and Uncle Roger writes: You certainly seem undue haste to exploit an opportunity." to have problems up there, Mr White- July 12: "I read 42 Leslie Charteris books in a year." Naughty, wicked private airline, seizing knuckles. May we suggest that you crash new route opportunities like that! Next on top of the body ultimately responsible No wonder we never got a decision time would you kindly consult us first? for air safety in Britain? This is, er . . . on MRCA. Only don't make it too early in the hang on a minute . . . Funny they seem morning, laddie—we like to have a bit to have organised it so that there isn't fdfrftt** OA*c*ry» of a lie-in you know. such a body.

Thank you, I had a delightful holiday, and the mixed bathing was extremely good. She's not in this picture, but that's me in the Fairey HID in the middle FLIGHT International, 23 July 1970 THERE ARE MANY WAYS TO GET AROUND. HERE ARE FIVE

THERE ARE OTHERS BUT THEY JUST AREN'T THE SAME

AVIONS PIERRE ROBIN B.P. 38, 21 DIJON, FRANCE Telephone 35-4040

A compelling indictment of the safety factors in modern air travel AIRCRAFT SERVICING It Doesn't Matter — FOR Where You Sit WALES AND by FRED McCLEMENT THE MIDLANDS This is a book about air disasters—why and how they happen—and about the menacing future of jet travel. It is a book devoted to safety. Sober, gripping, and thoroughly documented it makes a compelling case for airlines to devote themselves to a sweeping review of their problems. 30/-.

A revised and enlarged edition of Helicopters & Autogyros OF THE WORLD by PAUL LAMBERMONT Air 70 Ltd. with ANTHONY PIRIE Halfpenny Green Airfield, Since its publication in 1957 M. Lambermont's book has come to be regarded as an indispensable reference Bobbington, Nr. Stourbridge, work. It has now been completely revised to provide Worcestershire. a comprehensive and up-to-the-minute catalogue of the world's rotorcraft production both past and present. 464pp., 212 photographs. 84J-. TELEPHONE: BOBBINGTON 215 CASSELL Cherokee 140 Executive. VHF/ pitot. Electric trim and auto- VOR. Low hour engine. Public control 3. Auto-pilot. £8,500. Transport C of A. £4.500. Cherokee Arrow, 1968, Sportsman Cherokee 140. 1966. Airways model. Total time 300 hour equipped. Excellent condition. approx. ZVHF/VOR/ADF. Mar­ £5.950. kers. Auto-control III. Autopilot. Piper Twin Comanche A. Low £10.750. hours. Full radio, C of A. £12,000. Cessna 182. 2 VHF/VOR/ADF/ DME. Transponder. £9,500. From NOTTINGHAM Two Cherokee 140s. VHF/VOR/ (Contact Mr. Hogg—Nottingham 89958) ADF. £3,950 to £5,000. New Beagle Pup. 100 h.p. Colour Piper Comanche 250. Nil hour Gold and White. Dual toe brake. AND THEIR engine. Fully equipped. £8,000. Heated pitot head. Navigation Tiger Moth. New C of A. £1.500. lights, landing lights, rotating PIPER DEALERS beacon. Fully modified. £4,600. Beagle Pup. 150 h.p. 1969 model. offer the following aircraft: From FAIROAKS 125 hours. Dual toe brakes. Heated pitot head. 4 seats. Narco (Contact Mr. Lapage—Chobham 7294) 360-channel radio. VOR, Bendix Piper Tri-pacer. £2,500. ADF. Private C of A. £6.000. Brand new Comanche 260C. fully Cessna 172H. Colour Blue/White. From OXFORD equipped. £21,608. 300 hours. Heated pitot-head. 2 (Contact Mr. Mitchell—Kidlington 4321) Piper Colt. £1,300 basic. Altimeters. Aircraft covers. 360- Piper Cherokee Arrow, 1968. New Cherokee 180D. £9,500. channel VHF radio. VOR/ADF. C Sportsman group. Auto-pilot, 2 of A to November 1971. £6,500. VHF, 2 VOR/ILS, markers. ADF, Cherokee Arrow. Fully equipped. many extras. Choice of two. Low hours. £12,250. £10,750. Auster JIN. £750. From BIGGIN HILL Cherokee 140 1968. 1150hr. Club C Beagle Husky. £1,950. of A expires September 1971. (Contact Mr. Sherren—Biggin Hill 22331 Narco 12B, VHF/VOR. Indicator. Twin Comanche B. 6 seats. 991 Four seats, £5,500. From LUTON hrs. t.t. Full airways, altimatic. (Contact Mr. Young—Luton 24185) Zlin Trenemaster Z 526. 400hr. £15,900. KY 95 VHF. Price £5.000. New Aircraft 1964 Aztec B. Full IFR radio and Navajo, Aztec D and Twin auto-pilot. 1970 colours. £16,500. Comanche C, available for inspec­ 1968 Rallye Club. 490 hours total From ELSTREE tion now. time. Narco 360 VOR/ILS. Night Early delivery. (Contact Mr. Rimmer—01-953 4411) flying equipped. C of A expires Twin Comanche B. 1966. Fully Aircraft Wanted June 1971. airways equipped. £16,750. Piper Aztec C or D's. 1966 Rallye Commodore 180. Low Superb condition turbo-charged hours, full IFR. £4.750. Twin Comanche B, 1967. 6 seats. From MANCHESTER 1968 Cherokee 140. New C of A. 500hr, 1970 paint scheme. Narco (Contact Mr. Anlrobus—061-437 2870) Very good condition. £4.000. Mark 24, VHF/VOR/ILS, Narco Cherokee 180C. 1967. Total time New aircraft in stock:— Piper 12A VHF/VOR. Bendix T12C, 250hr; 2 VHF/VOR/ADF/Markers; Cherokee Arrow 200B Executive. ADF, King DME, 3 Lite Markers. Auto-flight. £7.500 o.n.o. New, 360 Narco VOR. £14,200. Transponder, Garmie, Auto-control 1969 Cherokee 180D. Executive 3, Auto-pilot, with course selector, model. Total time 225hr. C of A New aircraft stocked to customers radio couplers, oxygen. £21,500. till 1972. VHF/VOR/ADF. Heated requirement.

Oxford CSE Aviation Ltd., (Contact Mr. V. Mitchell) Oxford Airport, Kidlington, Oxford. Phone: Kidlington 4321. Elstree London Aviation Ltd., (Contact Mr. D. Rimmer) The Aerodrome, Elstree, Herts. Phone: Elstree 4411. Luton McAIpine Aviation Ltd., (Contact Mr. R. Young) Luton Airport, Luton, Beds. Phone: Luton 24185. Jersey Aviation Beauport Ltd., (Contacts Mr. P. J. Harrison and Mr. W. T. Clarke) States of Jersey Airport, St. Peter, jersey. Phone: Central 42128. Newcastle Michael Gil! Aviadon Ltd., (Contact Mr. M. Gill) North East Airport, Woolsington, Newcastle upon Tyne. Phone: Newcastle 869665. Manchester Notlhern Executive Aviation Ltd., (Contact Mr. D. L. Antrobus) Hangar 522, Manchester Airport, Wilmslow, Cheshire- Phone Mercury 2870. Fairoaks Rimmer Aviaiion Ltd., (Contact Mr. D. Rimmer) Fairoaks Aerodrome, Chobham, Woking, Surrey. Phone: Chobham 7294. Nottingham Truman Aviation Ltd., (Contact Mr. J. Hogg) Nottingham Airport, Tollerton, Nottingham. Phone: Nottingham 89958. Biggin Hill Express Aviation Ltd., (Contact Mr. A. Sherren) Biggin Hill Airport, Biggin Hill, Kent. Phone: BigginHill2233. Carlisle CSE (Carlisle Division), (Contact Mr M. Kidd) Carlisle Airport, Carlisle. Phone: Crosby on Eden 641.

Aircraft af the week N Rogers JODEL D 140A Total time: 1,425. Engine: 1770 left. ABAC. C of A to July 1971. Narco Mk. 12A. VHF/VOR. Full panel. Full dual control intercom. A comfortable five seat S.T.O.L. aircraft which cruises at 135 m.p.h. Only £4,800 Call Eric Jackson at Bedford 62441 for full specifications. ROLLS ROYCE CONTINENTAL ^^M-. ROGERS AVIATION LIMITED Cessna 1 SERVICE CENTRE Great Barford, Bedford. Tel: Bedford 62441. Telex: 82271 RQYCE FLIGHT International. 23 July (970 9 CLASSIFIED ADVERTISEMEN T S

Advertisement Rates 2/3 per word, minimum 27/-. Paragraph is charged separately, name and address must be counted. Semi-display advertisements £9/0/0 per inch depth. All advertisements together with remittance should be addressed to FLIGHT International Classified Advertisements Dept., Dorset House, Stamford Street, London, S.E.I. Telephone 01-928 3333. Telegrams/Telex Bisnespres Ldn, 25137. IIMTERrOATIOIMAL rFynsnr Postal Orders and cheques sent in payment for advertisements should be made payable to FLIGHT International, and crossed "& Co". Trade Advertisers who use these columns regularly are allowed a discount of 5% for 13, 10% for 26 and 15% for 52 consecutive insertion orders. Full particulars will be sent on application. PRESS DAY—Classified Advertisements Box Numbers For the convenience of private advertisers, Box Number facilities are available at an additional "copy" should reach Head Office by charge of 2 words plus 1/- extra to defray the cost of registration and postage, which must be added to the FIRST POST THURSDAY for publication advertisement charge. Replies should be addressed to Box 0000, c/o FLIGHT International, Dorset House, h Stamford Street, London, S.E.I. in the following week's issue subject to The Publishers retain the right to refuse or withdraw advertisements at their discretion and do not accept liability space being available for delay in publication or for clerical or printer's errors although every care is taken to avoid mistakes.

AIRCRAFT FOR SALE AIRCRAFT FOR SALE AIRCRAFT FOR SALE

DH DOVE for Lease or Sale CHEROKEE 140. New C of A, 4-seater, 2 years old, BEAGLE PUP 150 for Sale. Delivered early 1969. GIPSY QUEEN 70-4 Power Plants in stock fully equipped; 2 VOR/ILS/ADF, 2 VHF Receivers, 200hr only, C of A Jan, 1971. Every optional extra, EXTENSIVE DOVE SPARES ALSO IN STOCK Glideslope, 2 Altimeters; in first-class condition. including VOR/ILS/ADF/VHF, Transceiver and Glide- Inquiries welcom* Offers to Con-Mech Engineers Ltd, Forsyth Road, slope. 4 seats, and long-range tanks. £7,750. Leasing ROGERS AVIATION LIMITED. Sheerwater, Woking, Surrey. Woking 4024. [0137 facilities can be arranged. Apply Box 1418/4. [0126 CRANFIELD AIRFIELD, BEDFORD. ENGLAND. Tel: Cranfleld 661. Telex 82320. TWIN COMANCHE B. June 1968. Full IFR, King BEAGLE 206-S. Superb. TT 560, £33,000. Box [0219 DME Altimatic III, de-icing, top tanks, Public Trans­ 1299/5. [1257 port C of A March 1971, Check IV recently com­ PIPER ARROW. EXEC. TT only 165hr. Fuel in- pleted. £ 19.500. Tel: Sutherland, day Staines 52611, AZTEC A, new Public Transport C of A, zero hours jec, 170 m.p.h., 7.7 g.p.h. cruise. Full airways, 2 evenings 01-603 3722. [0672 port engine, 800hr life on starboard engine, zero KHF/VOR:ILS/GLD:ADF, markers. Auto-pilot 3, hr propellers, Collins radio, full de-icing £8,500. altims. Elec. trim. £2,500. Under list at £11,850. MOONEY 20A. Four seats, retractable, C of A until David Budworth Limited, Harwich. Tel: 3116. [1496 Tel: Haslemere 3273 (Office). C0379 1971. Full panel, VHF/VOR/ADF, Macross auto-pilot. £3,950. Any car or plane taken in part-exchange. WESTERN AIR TRAINING LIMITED, JODEL D112. New C of A, really immaculate; 375 Phone Terry Stewart, 01-952 6171. [1394 AIRCRAFT SALES DIVISION. engine hours left. Basic price £925. Also surplus: THRUXTON AIRPORT. }wo Super-Emeraude. Magnificent aircraft with spare CESSNA 172C Comprehensively equipped, 1,070 TT. ANDOVER. jngine. Rotterlam Aircraft Foundation, Gverbaas Will demonstrate anywhere. Telephone Blackpool Tel; Weyhill 352 Hoflandstraat 25, Pynacker, Holland. Phone 01736-3301. 656O0. [1479 [1433 Cessna 172 H. dual 360 VHF/VOR with ILS CESSNA 401. Very low hours, exceptionally well markers. 587 TT £7,500 £2,750. BEAGLE HUSKY. Lycoming, 180 h.p., hours equipped. Excellent condition. Price subject to nego­ Cessna, 150 H. VHF/VOR, 910 TT £4,850 to overhaul 300; Public Transport C of A to Sept. tiation. Cessna 150 H, VHF/VOR, 951 TT .. .. £4,750 1970. Full panel. King 360-channel radio, night flying, CESSNA 172H. Late 1968, lOOhr TT. new 3-year Cessna 150 H. VHF/VOR, 1,121 TT .. .. £4,500 •saloon tyres, dual hydraulic toe brakes, discs, etc, etc. C of A. Ail-ways radio, looks like new machine. Excellent example of this 4-seater STOL aircraft. £7.950. Cessna 150 H. 272 TT ...... £4,500 Contact Newgaas, Gambledown, Domsey, Hampshire, Part-exchanges, Finance. Chipmunk, VHF, l,000hr to go on engine £ 1,400 305 OJU. Telephone Lockerley 286 or Canonbury Gen-Avia Ltd, Alexandra House, Guildford. Surrey. All above have full panel, nav. lights, J167. [1398 Phone Guildford 60061. [0761 landing light, beacon. [1476 SHACKLETON AVIATION LTD. ESTABLISHED 1930 P THE LARGEST AND BEST KNOWN A International DEALERS. AIRCRAFT DEALERS IN THE WORLD R T Beagle Pup 100. 2 seats. Now A.B.A.C. Club C of A. Full panel, rotating beacon, electric flaps. Full dual INTERNATIONAL FINANCE AVAILABLE controls. VHF/VOR King KX I50E. In good order. E £3.950. X F ON TRANSPORT AIRCRAFT Waismcr Baladou. 5 seats, built 1967. Engine TSO 451 hours. Public Transport C of A till May 1971. Full C Our Specialists dual controls, blind flying panel. Rotating beacon. U s VHF/VOR King. In very good order. £6,750. H HANDLEY PAGE AIRCRAFT LTD. L will provide Individual Schemes Cessna I72G 1966. 4 seats. 2 year Aero Club C of A A WE ARE OFFICIALLY APPOINTED till June 1973. Full dual controls and blind flying panel. L to suit your particular airline Rotating beacon. VHF/VOR Narco Mk 12. Arc. ADF. N BY THE LIQUIDATOR. Bendix Markers. A good buy at £4,450. Beagle 206. Executive configuration. Public Transport Transport aircraft immediately available: Fournier RF40. Powered Glider. Built 1968. Only 365 G C of A. Full de-icing system. Dual instrumentation. One DC8-33 Passenger Aircraft hours since new. Private C of A until March 1971. F Sperry Autopilot. RMI. Full Arc Radio Station, VHF/ $2,200,000 U.S. Air Brakes. VHF Bendix. In very good order. £2,250. E VOR/ILS, ADF Markers. Elliott intercom. EngineTSO's. One DCB-54F Pax/Cargo Aircraft Nipper Mk ill. I seat. Only 75 hours flown. Current 226, and I 39 hours. Owned by a leading manufacturing S I $4,900,000 U.S. permit to fly. In very good order. £1,375. company in England and is in very good order. £25,000. Taylor Monoplane Series 2. Only 350 hours since N H.S. Dove Mk 6. 6 passenger seats, executive con­ DC8-50 Passenger Aircraft new. I seat. Current permit to fly. 100 m.p.h. at less figuration. Public Transport C of A. Toilet, cocktail $4,610,000 U.S. to $4,950,000 U.S. than 24 gallons per hr. In good order. £1,250. S A cabinet. Fully de-iced. Dual instrumentation, Bendi* B707-U0C Pax/Cargo Aircraft Cessna ISO. Only 276 hours since new. Rotating VHF/VOR Marconi ADF. Collins VORJILS. Collins o $7,150,000 U.S. beacon. VHF. Immaculate. £5,^.00. N Markers. Elliott intercom. Owned by a leading manu­ Cessna 150. New. Red and White £5.842. L facturing company in England, and is in very good B7Q7-32I Passenger Aircraft Jodel DR. 1051. 4 seats. 680 hours since new. C order. £1 1,000. $2,650,000 U.S. Current C of A. VHF. £2,650. E B720. Fan engines. Passenger Aircraft Jodel 1406. 5 seats. Current C of A. 350 hours E Fly above the weather since new. VHF/VOR. In good order. £3,750. $2,750,000 U.S. A swiftly and economically Two B7Z0. Nan Fan engines. Helio Courier. 5 seats. Private C of A. Engine TSO 770 hours. Propeller TSO 373 hours. Rotating beacon. Pressurized Prop-Jet Executive Aircraft Passenger Aircraft VHF/VOR Narco. VHF 2 Narco Mk. 5. Bendix ADF. G V immediately available. Only 700 hours since $1,410,000 U.S. to $1,540,000 U.S. Crosswind landing gear. A real STOL aircraft in first E new. 7 passenger seats. Radar and full air­ Four CL44 Aircraft class order. £8,750. A ways equipment. Full finance available on $1,100,000 U.S. to $1,500,000 U S. Falco FBL. 2 seats + child. Private C of A. until 1971. N Retractable undercarriage. VHF Becker 380 Channel. direct purchase or lease purchase. As new Britannia 300. Three aircraft. For sale or lease. L condition. ADF KR 80. Fully aerobatic. In very good order. C BAC 1 — 11. One aircraft. For wet or dry lease. £3,950. TWO TWIN PIONEERS. 17 seat aircraft. U Four H.S. AW-650 ARGOSY HIGH FREIGHT Cessna I72H. Only 185 hours since new. Private C of Y Ideal for short field operations. In good order. CAPACITY AIRCRAFT. Price subject to con­ figuration. A until 1971. Rotating beacon. VHF/VOR/ILS 'Cessna A £12,500 each, with spares package. 300. VHF/VOR 2 Arc RT 540A. Cessna ADF. Markers. Brantley. 305 Helicopter. 5 seats. Only 364 hours SPARES This aircraft is as new. £7,950. S T flown on airframe. New C of A. VHF/VOR/ILS ADF. available on BAC 1-11, Britannia & Boeing 707 Tiger Moth. Pale blue and white. New Private C of A. C I In very good order. £13,000. Engine TSO 380 hours. In beautiful condition. Hiller I2C Helicopter. 3 seats. Public Transport C WANTED Piper Colt P.22. White and blue. 2 seats. Engine H of A. Do luxe interior. VHF 360-channel. This aircraft TSO 493 hours. VHF. In very good condition. £1,975. O has just undergone a major overhaul. In very good TWO H.S. 748 AIRCRAFT Piper Apache 150. A seats. Club C of A until 1972. E N order. £5,950. Specifications and price should be sent Rotating beacon. VHF/VOR KX 160. VHF 2 Nareo M FINANCE AVAILABLE ON ALL Head Office. Simplexer. Lear ADF. Resprayed. In good order. S EXECUTIVE AND LIGHT AIRCRAFT Only £5,750. E Head office 170-3 PICCADILLY, LONDON W.1. Tel 01-493 2448 Telex 263975 10 FLIGHT International. 23 July 1970 AIRCRAFT FOR SALE AIRCRAFT FOR SALE AIRCRAFT FOR SALE

AIR GREGORY LTD CESSNA 150D. Red/white. KY95E. One year C of A AIR GREGORY LTD OFFER left. Full details apply Box 1551/5. [1494 OFFER CESSNA REIMS ROCKET, lully equipped. Cash CESSNA SKYLANE. Fully equipped. 400 series. 3 price £10.558 or lease for 60 months. £210 per TWO AUSTER J.S.P.s for sale. Both with 360 chan­ VHF/VOR/ADF. Cash price £11.000 or lease for month. nel radio. 3 year C of A. full instruments, resprayed and months. £181 per month. AZTEC A. 2 VHF/VOR. 2 ADF markers. ILS. pro­ in very good condition, one with 9O0hrs on engine, AZTEC A. 2 VHF/VOR. 2 ADF. markers. ILS. pi peller de-icins. Cash price £9.500 or leas lor 48 peller de-icing. Cash price £9,500 or lease for one with 650hrs. Offers around £1,350. Car taken months, £202 per month. months at £202 per month. part exchange. Box 1553,5. [1499 CESSNA 172. King KX160 Nav./Com. very low CESSNA 172. King KX 160. Nav./Com.. very K hours. Cash price £6.250 or lease for 48 months hours. Cash price £6.250 or lease for 48 montl £160 per month. CESSNA F172H. 320hr since new. VOR (ILS/LOC). £160 per month. CESSNA 150. 360-channel Nav.Com. Cash price ADF. Two altimeters. Immaculate. £6.350. Ring CESSNA 150. 360-channe) Nav./Com.. cash pri £4.250 or lease for 48 months £95 per month. Nottingham 88711. (1503 £4.250 or lease for 48 months. £95 per month. Several other aircraft and helicopters In stock. Several other aircraft and helicopters in stock. Send for latest stock list, or telephone Send for latest stock list or telephone DAVID GRAYSON. DENHAM 2417. TIGER MOTH. New 3-year c of A, new respray. DAVID GRAYSON. DENHAM 2417. DENHAM AERODROME. 880hr to go on engine. Immaculate. £1.295. Phone DENHAM AERODROME. DENHAM. 01-205 2990. [1509 DENHAM. UXBRIDGE. MIDDX. UXBRIDGE, [14 MIDDLESEX. [1432 DH94 MOTH MINOR, built 1936. In excellent flying order, one of few remaining. Permit to Fly to VICTA AIRTOURER 100. Fully aerobatic. 600-rJ RALLYE CLUB, 2 VHF/VOR. full panel. C Of A Dec. 1970. 140hr to run on Gipsy Minor engine. A range, C of A to 1973. recent engine overhai to May 1971. 1.300 engine hours to go. Excellent con­ very rare aircraft. £1,500. C Burrell, Dorset Flying l,200hr to go. full panel. 360 VHF, easy handling.] dition. £2.500. 021-557 2784 (day>. evening Wombourn Club. Compton Abbas Airfield. Shaftesbury. Dorset. delight to fly. £3,950. Long Eaton 66212 (office 3147. [1507 [1533 Derby 810616 (home). [14 1 save time GLOS - AIRTOURERS save money

9G -4G THE SAFEST • THE STRONGEST 3 LOW RUNNING COSTS PROVEN and W IMMEDIATE with business jet travel Spares Service for the sale and purchase of business aircraft consult: STAVERTON CHELTENHAM DISMORE AVIATION LTD AIRPORT Telephone: 175 Piccadilly London Wl CHURCHDOWN 3385 telephone 629 6966

REIMS ROCKET-SPORTS CAR OF THE CESSNA RANGE —FLY IT, AND BE THRILLED BY IT'S PERFORMANCE. . .

% Rolls-Royce Continental fuel injection engine developing 2I0 hp # Constant speed propeller 0 Top speed of I53 mph # Cruising speed of I45 mph 0 Range up to 740 miles Cessna, 0 Rate of climb 9I0 feet per minute 0 Accommodation for 4 people plus 200lbs baggage 0 Cash price £10,558 or lease for 60 months £210 per month 0 Free Ford Capri given with this aircraft. HUGHES HELICOPTERS

SOLE U.K. CONCESSIONAIRES Cessna & Hughes AIR GREGORY LTD parts in stock. 'PHONE DAVID GRAYSON •-•••• WMHHMWBWMK • MM mm Maintenance & C of A. -DENHAM 2417 • A Member of the Bristol Street Group Air Taxi & Charter DENHAM AERODROME • DENHAM • UXBRIDGE • MIDDLESEX FLIGHT international. 23 July 1970 1! HERCULES LI00-20LR FOR LEASE OR CHARTER TO SHIPPERS WITH AN OUTSIZE PROBLEM IN CARGO

Clarkair are now able to offer continuous availability on these super cargo carriers which can accommodate 2 standard 8 x 8 x 20 feet containers. Fully wet lease or any period time-charter. Specialist staffed heavy lift team available on 24 hour basis to advise on your problems.

Clar~IL >##» INTERNATIONAL LIMITED

OFFERS COMPLETE WORLD WIDE CHARTER SALE AND PURCHASE FACILITIES

CLARKAIR HOUSE, 85 TOOLEY STREET, LONDON, S.E.I. Tel: 01-407 883! Telex 884855 Oreneoi Offices: AMSTERDAM. NEW YORK, MONTREAL, MIAMI, SYONEY. RIO DE IANEIRO. HONG KONG, BANGKOK. BEIRUT, MUNICH. BOGOTA

BOEING 727-100 We can offer immediate delivery of 1 Boeing 727 series 100. Total time since new 10,650 hours, engines 3,800 hours since overhaul. Currently equipped with 119 seats, will alter to suit customer PRICE £1,340,000 Terms available over 6 years. Full pilot and engineer training available. ¥±\M h\ i AIRCRAFT LEASING AND SELLING SPECIALISTS 3 HIGH STREET, WINDSOR, BERKSHIRE, ENGLAND. Telephone: WINDSOR 66811/66812 Telex: 84518 Cables: Tempair.Windsor. advanced Cessna dealers TEL: LULSGATE 714 or 444 BRISTOL 24401 or 32406 FREQUENCY 127.75 UIISG Aviation Consultants. Service department offers quick and efficient service and quality C of A's. Contact Jack Evans for service and Mike Price for sates queries. All new Cessna singles available immediately 1967 2 Cherokee ISO's, 2/360 VOR from £5,950 1969 Cessna 150, 380 VOR £5,950 1957 Piper Apache Airways - £7,000 1965 Cessna 150, 366 £5,200 1665 Twin Comanche, Airways £10,000 1968 Cessna 401, Airways, de-icing £58,500 New Single Comanche, Airways £21,700 1969 Cessna Sky lane, Airways £7,950 1966 Single Comanche, Airways, DME £13,000 1967 Cessna 150, 360 £4,000 1960 Single Comanche, Airways £7,000 1967 Cessna 172, Airways £7,500 1967 Rallye club 360, VOR £3,209 1968 Cessna 172, 360 VOR/ADF £6,750 1964 Beech Travelair, Airways, tie-icing £17,900 1961 Cessna 175, 360 VOR/ADF £4,475 1961 Jodel 1050, 90 channel full panel £2,690 1966 Cessna 337 Skymaster, Airways £22,000 1964 Beagle Airdale, VOR/ILS/AOF £2,500 1964 Cessna 336 Airways £12,550 1959 Auster Mark 5, Plessey radio, full panel £1,100 1968 Cherokee 140, Airways £7,100 Aerobatic Stampe, excellent condition £1,350

FINANCE . LEASING . HIRING . BRISTOL AIRPORT • TWIN AIR TAXIS AVAILABLE . MEMBERS OF A.T.O.A

t 12 FLIGHT International. 23 July 1970

AIRCRAFT FOR SALE AIRCRAFT FOR SALE

£G95. A very good Auster Jl at a low price. 575 CENTBAL FLIING SERVICES engine hours, C of A July 1971. reaprayed. screened OF SOUTHEND AIRPORT for radio. Comberton 2803. [1535 offer RALLYE CLUB. New C ol A, VHF/VOR. nav. lights new paintwork, white, plue and black Long engine life .. £ 2.450 FOURNIER RF4 AND RF5 JODEL SICILE 1051. New C of A, red, white The most exciting light aeroplanes available and black, beautiful condition. A really nice example...... £1,450 Touring St Training T^T Gliding ~k Aerobatics BRITTEN-NORMAN FOURNIER RF 3, New C Of A. Red, white Unrivalled economy and performance and black. Real delight to fly and in first- C. of A. Quick Delivery. Spares in U.K. class condition £950 -jAr Free training to PPL for RF5 purchasers ISLANDER EMERAUBE (SCINTEX). New C of A, red. it Free conversion training for RF4 purchasers I white and black. Immaculate paintwork. l,200hr left on engine .. £950 already holding PPL JODEL 117, New permit, blue and white, long- range tanks, wheel spats. In every respect Biggin Hill Airfield, Kent. Tel: 3110 & 47l7jj a delightful aircraft. £850 (for demonstrations training and spares) JODEL 112. New permit, red and white, nice Luton Airport, Beds Tel: 29684 condition. £700 THE SMALL AIRLINER WHICH All aircraft OD view at Southend Airport. Advantageous hire-purchase or credit sale. Terras arranged. MAKES LARGE PROFITS Mk Good used Rallye .Clubs and Commodores always in stock. Phone Southend 40201 ext. 277 or' Ongar 2812, FLY Theydon Bois 3560 after business hours. 1 [1469 WITH/Cessna JODEL 117A. Low hours, VHF/ADF/ C of A, 1971, MAIN U.K. DISTRIBUTOR Airbrakes. Always privately owned. £1.250. Willis, Welwyn 5188. [1520 FAIROAKS SCHOOL OF FLYING FAIROAKS AVIATION EMEBAUDE. New engine. Full panel. VHF. Only £3. 0. 0. For a trial I lohr since complete. rebuild. New permit. £1.600. |TELEPHONE: CHOBHftM Blip" SERVICES Write J. Phelps, 78 Beynes, France, [1525 FAIROAKS AIRPORT, BRYMON AVIATION LTD T21b GLIDER, 2-seater, with canopy, spoilers and CHOBHAM, SURREY trimmer. Bargain at £350. FAIROAKS AIRPORT, Plessey aircraft radio, type TR61E. 6 channels, CHOBHAM, WOKING, SURREY. CHOBHAM 7285 plus spare crystals; overhauled. £75. Two weeks delivery of this superb 10 PIPER PA 22-150. C of A to Oct. 1871. Engine run NEW 4 USED AIRCRAFT / CESSN/J l.OOShr since pew. Narco 12a 360-channel VHF radio. ALERS seat Mini-Airliner. Airways equipped. Excellent order. £1,950. J. S. Thome, Dorset Flying AVAILABLE FOR /°!, I Public Transport or Export C. of A. Club, Compton Abbas Airfield. Shaftesbury, Dorset. FOR Ideal executive or company aircraft. [1534 DELIVERY * S0UTH WESI Three large entry doors. 1 ton freight capacity. Exceptional short field per­ JODEL AMRASSADEUB. First-class condition, 690hr since new, O of A to August 1971. BFP. night flying. formance. Economical operating costs. 360 VHF/VOR/LOC/Mkrs. Sand-by 12-ch VHF, Choice of colour. Demonstration at £2.700. Letchworth 3300 (office) or Luton 23416. •k ~k * " Fairoaks." *•*-•*• [1536 EMERAUDE (SCINTEX) 90 h.p. Continental half- CHARLOTTE life engine, 360-ch King radio. VHF/VOR, full panel, long-range tanks, C of A to Feb. 1972. £1,500. S. Stoneham, 12 Malford Grove. London E18. 01-989 1367. AIRCRAFT CORPORATION] [1538 A Your best source for Jet Engines-QECs. Outright I PETER CLIFFORD AVIATION LTD sale, lease, lease-purchase. Favourable financing | OFFER available FOR SALE CESSNA SKIXANE. TT l,275hr. new C of A, 2 JT3D-7 for DC-8-62&63 VHF/VOR/ADF, auto-pilot, £5,250. JT3B-3B for DC-8 & Boeing 707 PIPER COMANCHE 260B. TT 710hr: 6 seats. 1FR JT8D-7 for DC-9 OR LEASE radio, DME, auto-pilot. £11.000. JT3D-I for Early Fan Model CESSNA I72H. TT 500hr. new C of A, 1FR radio. £6,950. Novomatic 300 auto-pilot and coupler. £8.250. FOR GREAT SAVINGS CONTACT| DOUGLAS DC-6B DEMONSTRATIONS PART-EXCHANGE & FINANCE. Send for our latest list. Box 9127, Charlotte, N.C. 28205 USA 97 passenger-airline configuration Always required: good used aircraft. Telephone: Area 704 537-0212 OXFORD AIRPORT—KIDLINGTON. Tel: Kidlington 4262. Telex: 57-5151 Cable: AIRCHAR DOUGLAS DC-6A/B Cables: CUffair Oxford. WHITE WALTHAM AIRFIELD. MAIDENHEAD. Cargo - both double door cargo and Tel: Littlewick Green 3341. convertible 10006 YORKSHIRE LIGHT AIRCRAFT LTl RAYLLYE CLUB 1968. Low hours new 3-year C of A. DOUGLAS DC-3/C-47 360-channel Narco 12A, VOR, full Instruments, ndght ROLLS-ROYCE CONTINENTA] flying, including landing lights. Superb condition. SERVICE CENTRE Convertible - 28 passenger seats. £3.500. 76 Readings Road. Birmingham 13. Tel: 01-449 1003; 01-236 9267. [1516 PARTS . SERVICE . SALES | Zero time since overhaul of engines, 1 propellers and airframe. ROYCNARCE O RADIO DEALER LEEDS/BRADFORD AIRPORT, YEADON, LEEDS. Tel : Rawdon 3133-4 ELECTRA L-I88 A & C WORLDWIDE AIRCRAFT FERRYING Cargo and/or passenger configuration • EXPERIENCED CREWS or combination • COMPLETE SERVICE • LOWEST INSURANCE RATES C. of A. AND REPAIRS—ALL TYPES SUPPLY Terravia Ltd. RADIO INSTALLATIONS Prince Consort Drive, Ascot. Berkshire. AND OVERHAULS OL^ inventory includes DC-3, DC-4, Tel: Ascot 21678 (24 hours) Cab: Worldwide, Ascot. Broolclands Aviation Limited, DC-6, DC-7, DC-8, Boeing and Operational Base, Blackbushe Airport,Yateley 3121 Civil Repair Service, Sywell Aerodrome, Electra airframe and engine spares. Northampton. Tel:- 0404-43113 Let us quote on your requirements. We wif) finance. l^<^M&>^^4t>'4e><^<*><«s>>^i FLIGHT International. 23 July 1970 1}

AIRCRAFT FOR SALE AIRCRAFT WANTED AIRCRAFT FOR CHARTER

MINTAGE DH PUSS MOTH, 1931. Completely re- GOOD HOME and a little money for any British KITROPA CHARTERS Aztec and other Single and >red to immaculate condition; 3 seats, beautiful Second World War Military Aircraft. Fit. Lt. Hardy. Twin Engines Aircraft available for Charter, Cargo, •erior. Excellent performance. Phone Westend 4410 Shearwater. Sutton Benger. Chippenham. Wiltshire. Aerial Photography, and Self Fly Hire. 24 Hours demonstration, or write C Lovell. Ivy Lodge. Seagry 481. evenings. [1528 Service. Telephone: 01-229-0613. 01-229-8408. [0756 t Lane. Westend, Hants. [1517 SWIFT AVIATION LTD. Carlisle. Piper Twin EtALLYE CLUB. C of A to 1973. Perfect condition. Comanche seats 4. Crosby-on-Eden 654/641. !,950, Weybridge 48344. [1521 [1437 SHAKE IN CESSNA 150, £350- Cheapest Plying. 54 AIRCRAFT ACCESSORIES & ENGINES AFTER your PPL, fly our Cherokee 180C. 4 seats, uthdown Ave, London W.7. [1543 fully equipped. £11 per hr. Go touring or long week­ ends. Contact Millview Aviation, A20 London Rd. SMALL ENGINE OVERHAUL. Lycoming and Con­ JODEL AMBASSADEUR. DR1050, C of A to June 1971. West Kingsdown. Kent. Tel: west Kingsdown, 2800. tinental. Full life or permit. Farm Aviation Ltd, Rush [1436 w prop. 800hr to run on Continental 100. 27-channel Green, Hitehin. Herts. Tel: Stevenage 55051. [0126 rco and Radiostal VHF. Very economical. £1,750 i.o.—Winter. 2 Rosslyn Park Mews, NW3. Tel: 794 II. [1541 AIRCRAFT SPARES. Engines and Instruments. charter of Piper cherokees. Spencer Aviation 01-839 Vendair, Biggin Hill. Tel: 2252. [0220 2884. [1488 PIPER COLT. Engine TSO only 80hr. Long-range lk. New KY95 360-channel. Pull panel. Night AERO ENGINES FOR SALE lipped. Club C of A to March 1971. £1.950.— Phone CIRRUS MINOR 11 AND 11A ENGINES tquay 25597 after 7 p.m. [1540 SPARES AND ACCESSORIES FOR SALE. COMPLETE INVENTORY OR SINGLE ITEMS. AIRCRAFT FOR HIRE AUSTERSERVF. PTY LTD, BOX 11 BANKSTOWN. NSW. AUSTRALIA. AZTEC. 4 passenger seats, available for charter [1448 with or without pilot. David Budworth Limited. Har­ wich. Tel: 3116/7. [0349 AIRCRAFT WANTED CONTINENTAL 10/360/C. 70hr approx. to mn. Avail­ able immediately, contact BY-AIR LIMITED, Norwich AILS GATE AIR SERVICES LTD, Cessna Dealers, Airport. Norwich 42588. [1510 gently require second-hand light singles or twins in pd condition; all types of transactions considered. AIRCRAFT SERVICING *s. etc., in part-exchange. Tel: Bristol 24401/2/3, or EX MIN OF AVIATION Time of Flight Clocks; E24 Compasses, Medium Landing Compasses, Douglas Pro­ ilsgate 714. [0004 C OF A SERVICING, REPAIRS. Approved to 5.0001b tractors. Parallel Rules, etc. Lists. CHARLES FRANK a.u.w. Enquiries welcomed. West London Aero Services, CHEQAIK LTD will pay cash for good second-hand LTD. Saltmarket, Glasgow. Tel: Bell 200. [0250 White Waltham. [0665 rcr&ft. 01-570 4553. [1352 EFFICIENCY AIRCRAFT COMPONENTS announces AIRCRAFT SERVICING. C of A. All aircraft to DAMAGED LIGHT AIRCRAFT and time-expired air- new replacement blades for 2D30 and 12D40 variable- 8,5001b. Air 70 Ltd., Halfpenny Green Airfield. Bob- aft wanted for cash. Telephone Aircraft Recovery. pitch propellers. This blade is approved under FAA bington, nr. Stourbridge, Worcestershire. Tel: Bob- |iddy. Somerset 245. [1527 Supplemental Type Certificate, SP7WE. [1532 bington 215.. [1501

cn44< AIRCRAFT SUPPLIES COMPANY Vernair WHOLESALER FOR OF LIVERPOOL now offer the following services at "Liverpool Airport

• MAINTENANCE Fully approved maintenance facilities available for execu­ tive and light aircraft. Let us quote for your next C. of A. We can also offer an extremely competitive price for re­ painting your aircraft. Enquire about our scheme for spreading your maintenance costs over 12 months. A fully insured Executive Dove Mk. 6 with Public Trans­ port C. of A available for lease at an attractive rate while in EUROPE, AFRICA, your aircraft is on overhaul. • EXECUTIVE AIR CHARTER MIDDLE EAST Our Beechcraft Queenair operated on Board of Trade A.O.C. available for charter. A highly personalised,speedy and service provided for your directors, company executives and customers. EVERY AIRCRAFT NEED • CONSULTANTS Should you be considering the purchase of an executive FROM ONE SOURCE or light aircraft we would be pleased to advise you on : A the type of aircraft best suited to your needs. J /n • FINANCE f We can also provide finance for your aircraft purchase. on crimen Vernair TRANSPORT SERVICES AIRCRAFT SUPPLIES COMPANY LIVERPOOL AIRPORT LIVERPOOL 24 Airport, Kidlington, Oxfordshire. England Telephone: Kidlinglon 4131 Tel. No. OJI-427 646} Cables: Dusenair, Oxford, England; Telex: 83406

Aircraft Finance UGH T AIRCRAFT- CUDERS - DRONES TURBO JET ISO and 2501 bs static thrust J. J. BENSON (A.I.F Mins (864mm) long, 15ins (381mm) dia„ SOUTHEND AIRPORT 70lbs weight (31.75ka) L'ombank House, Purley Way, David Budworth Ltd., Croydon CR9 3BL.Tel: 01-684 6911. Harwich, Essex, England. Tel: Harwich 3116 14 FLIGHT International, 23 July 1970

AIRCRAFT FILAMENT LAMPS CAPACITY AVAILABLE AND FUSES SURFACE FINISHING of contoured part, internal and external, up to 12in diameter and 181n long. AIRCRAFT FILAMENT BULBS & LANDING LAMP Elliptical, square, rectangular, hexagonal, etc. BULBS. Thorns panel lighting, navigation lamps. A'RMYTAGE BROS (Knottingley) Ltd, Foundry AIRLINE American Strobe. Lane, Knottingley, Yorkshire. Tel: Knottingley 274/4. FLUORESCENT TUBES, ballast units, stabilizers, [0975 fittings, neon lamps, fuses, fuse links, cartridge fuses. Continuous stocks for British- and American-made ENGINEERING aircraft. ARB released quality controlled. AVIATION SUPPLIES CO LTD, 302 Bath Road. FERRYING Hounslow. Middlesex. Tel 01-570 4776 and 01-570 3569. LIMITED [0011 AIRCRAFT DELIVERIES. Twenty years world-wide experience ferrying all types piston and turbine. Peter have an immediate requirement for a Nock. West London Air charter Ltd., Ferry House, Coptbome, Sussex. Phone Copthome 2315. [0283

AIR CHARTER HELICOPTERS FOR CHARTER RADIO SOUTHERN AIR CHARTER. Business air taxis, freight-twin Aztecs and larger aircraft 24hr service. BELL JETRANGER available for charter. Four pas­ Biggin Hill 4488 or 01-930 3033 (day): 01-856 1766 or sengers at 140 m.p.h. Spencer Aviation, 15 King Street, ENGINEER 01-467 2789 (night); Telex 95466. [0258 St. James's S.W.I. Tel: 01-839 2884. [1487 Licensed in A.R.M.E. Categories 'A' AFFINAIR. Air Brokers to many leading organisa­ and 'B' with Radar endorsements, tions and companies for world-wide group and freight HELICOPTERS FOR SALE air charter. Specialists in executive jet aircraft travel preferably having a knowledge of and air taxi. Telephone: CRAWLEY 28555, also £7,950! Hiller 12C. 3 seats, Ex. condition. VHF/ CRAWLEY 28822 Ext: 6658. Telex: 87631 (Ans. back: VOR/Intercom.. long-range tank, dual controls. Good Britannia aircraft. Pinaflite GWK) Gatwick Airport-London, Horley. blade/engine life, C of A September '70. Tel: Hasle- Surrey. [0248 mere 3273 (office). [0636 The post offered is primarily that of a BRANTLY 305 de Luxe: 4/5 seater; VHF/VOR/ liaison engineer and previous experi­ ADF; C of A April 1971, TT 575hr, engine 25hr since major overhaul: 100 m.p.h. cruise: 2Jhr endurance ence of this type of work will be an AIR PHOTOGRAPHY dual controls. £11,500. Telephone: Guildford 61898. advantage. [0372 AERIAL CAMERAS.—All types at most economic prices.—Apply for details to: Remuneration will be commensurate Direct Photographic Supplies Ltd., 224 Edgware HOVERCRAFT WANTED Road, London. W.2. 01-262 4427/8. [0492 with experience. WANTED: 2-seat Hovercraft, complete or less lift/ propulsion units. Box 1577/5. [1522 Applications should be made ANTI-COLLISION BEACONS INSURANCE in writing to: WHELEN STROBE and Rotating Models (Inter­ BUDGET FLYING? Insurance on ciedit up to 12 The Works Manager, changeable) always in stock. New or exchange. Air months without charge! Traffords, 151 Hatfield Road, Stores. Maitland Road, London E15. [0289 St. Albans. Herts. [0915 Airline Engineering Ltd., Luton Airport, LUTON, Beds. LU2 9LU

C.S.E. AVIATION (CARLISLE) LTD. COURT LINE require PPL Flying Instructors with C.F.S. Approval, for the months of July, August and September. ENGINEERING INSTRUCTOR (Instruments) Attractive salary and working con­ ditions. A vacancy exists for the above post in the Company's rapidly expanding training scheme. Applicants must have had at least 5 years practical maintenance experience on aircraft instrument Applications in writing to Personnel systems. Although the prime requirement is for an experiencad instrument engineer, a knowledge of Manager: electrical systems would be an advantage. Instructional experience is desirable but not essential as full training will be given. G.8.E. AVIATION (CARLISLE) LTD. The successful applicant will be required to instruct to Pilots and Engineers on our present and future Carlisle Airport, Carlisle fleet. REF: C.C.I Applications should be submitted in writing, giving details of ex­ perience and career to date to:- Personnel Officer, COURT LINE Aviation Limited, Luton Airport, Luton, Beds. LU2 9NB

AIR SERVICE TRAINING . Perth Aerodrome, Perth ESTABLISHED EUROPEAN COMPANY FLYING INSTRUCTORS Invites crew applications for positions of Captain, First Officer and with C.P.L., Instrument Rating and Flight Engineer. Company expanding with jet equipment. Crew with Full Instructor's Rating required. Pension scheme, and Loss of License turbo-jet experience especially Boeing 727 given preference. Appli­ Insurance. cants should state licences, ratings and summary of experience and Apply with full particulars to:- when available. [Box 1592/5] The Personnel Officer FLIGHT International, 23 July 1970 15

RADIO AND RADAR SITUATIONS VACANT SITUATIONS VACANT

N ARCO OMNIGATOR, Mark II. £65; Sunair S5 LLOYD INTERNATIONAL AIRWAYS FLYING INSTRUCTOR required for expanding rR. £65. Wood, Mill Street. Broadwey. Weymouth, require a North London School. Write Box 1504/5. [1514 orset. [1495 SALES ASSISTANT for their rapidly expanding Sales Department. HELICOPTER PILOT required for charter operation. COMPLETE DECCA 434 AIRFIELD RADAR This is an excellent opportunity to join one of Minimum qualifications C.P.L. and l.OOOhr with piston iTSTEM. Mk 1A (Mfc 2 aerial with circular polarisa- Britain's leading independent airlines. Salary by engine experience, preferably on Hughes 300. Apply. jn). Currently In operation but shortly available.— negotiation. First class conditions of employment. The Manager, Island Helicopters Ltd.. 435 Spanish ritish Aircraft Corporation Ltd. Weybridge. Surrey. Please apply to: Town Road, Kingston 11. Jamaica. [1485 si: Weybridge 45555 Ext 246. [1544 THE SALES MANAGER, LLOYD INTERNATIONAL AIRWAYS, TWO RADIOS ARB Class III, Nipper type, bargain LLOYD-HOUSE, FIRST AVENUE, FIRST OFFICER required for Company Beagle rer £290 for both.—Tel: 01-834 6524 Ext 846. [1546 LONDON (STANSTED) AIRPORT. 206.S. Minimum requirement CPL/IR. Age range STANSTED, ESSEX. 21-30 years. Usual details in first instance to Capt D. Austin, British Ropes Ltd. Group Aircraft Ser­ Tel: Bishop's Stortford 4292. vices. Gamston Aerodrome. Gamston. nr. Retford. 11493 Notts. [1481 SITUATIONS VACANT

PETERS AVIATION LTD A vacancy has occurred for a PI LOT-MAN AGER r this company, which operates a Beach Baron L general air taxis work from Norwich Airport. Fully qualified pilot required for twin engined llv applicants with managerial and air taxis work perlence need apply. CPL/IR, Performance A, essen- company aircraft. Applicants must have full com­ il all applications, which will be treated in con- lence. to: C mercial ratings and be familiar with conditions P. G. BECK, BRUNSTEAD ORANGE. P throughout Western Europe. The successful STALHAM. NORFOLK. NOR 17Z- 0 applicant will be expected to work on his own for [1505 I most of the time and he should be experienced in INSTRUMENT FITTERS all matters relating to planning, servicing and aulred for servicing military aircraft. Experience on M rcraft instruments and oxygen essential. Ex-Service L administration of aircraft to meet operational rsonnel particularly invited to apply- Good rates pay. Permanent positions. Single or married ac- requirements within a well established pattern of mmodation available. P TEL: SHAWBURY 351, Ext. 319. 0 operation. Previous experience in this field will be or write to UlSHALl, OF CAMBRIDGE (ENGINEERING) LTD, advantageous and the preferred age is 30/40. An THE AERODROME. A SHAWBURY, appropriate salary will be paid, the location is an SHREWSBURY. SHROPSHIRE. [1526 attractive part of Southern England, and con- N ' ditions of service are excellent. rHE BRITISH LIGHT AVIATION CENTRE have a iretarial vacancy for the Club's section. A know- Lge of aviation an advantage. Organising ability d initiative to run own office, shorthand/typing Y Write, giving full background and experience, iential. Work includes contact with Aeronautical sociations and Government Departments, Committee qualifications and salary required, to Box No. 1594/5 ganlsation and Maintenance of Records. Good salary negotiation.—Apply to Chief Executive. British ?ht Aviation Centre. 75 Victoria St. SW1. [1545

GEC-Marconi Electronics SUES MANAGER Manic Systems

The AIRBORNE DISPLAY DIVISION of ELLIOTT FLIGHT prepared to travel world wide and be capable of leading a AUTOMATION has a vacancy for a Sales Manager. The team of Engineers when presenting Proposals to Division is concerned with the development and manu­ customers. Suitable candidates will be over 30 years of facture of Digital and Analogue Head-Up and Head- age and will have a degree or equivalent in aeronautical or Down airborne electronic display systems. It is the electronic engineering. Recent Professional experience as largest supplier of this type of equipment in the world, a development pilot with a knowledge of advanced and is currently handling contracts worth many million avionic systems would be of considerable advantage. pounds for customers in the United States and Europe as The position is based at the Company's Rochester factory, well as the United Kingdom. and the selected candidate would be expected to move The post requires a person with international marketing into that area, and assistance would be given with or selling experience, who has a detailed knowledge of removal expenses. the military and civil aviation business, should be ELLIOTT FLIGHT AUTOMATION Apply in writing giving relevant details and career history to: D R Hunter, Personnel Manager, Elliott Flight Automation Limited, Airport Works, Rochester, Kent.

A GEC-Marconi Electronics Company 16 FLIGHT International, 23 July 1970

SITUATIONS VACANT

• VISCOUNT TRAINING CAPTAIN required. Minimu qualifications ATPL, type qualified TRE and approvi I/R examiner. 5,000hr in command. Type qualified First Officers with valid I/R. Mln mum l,500hr. Dove Captain, preferably ex-RAF, with minimu SCPL and valid I/R, type qualified, minimum 2.0001i have you a Engineers also required, one with A & C < Viscount, one with multi-X instrument and electric* TYLER AVIATION, Norwich Airport. Fifers Lar Norwich. Nor 60N. Tel: Norwich 45259. [15 navigators licence? SKYWAYS COACH AIR LIMITED have a vacancy for AIRCRAFT ELECTRICIAN, Licensed or Unlicensed Applications in writing to: THEN READ ON BECAUSE WE WANT PEOPLE WHO PERSONNEL MANAGER, SKYWAYS COACH AIR LIMITED. HAVE, IN ADDITION: ASHFORD AIRPORT. PO BOX 17. * Knowledge of Civil Aircraft Operating Techniques ASHFORD. KENT. L15 * Operating experience as Navigator or Pilot CIVILIAN TECHNICAL INSTRUCTOR.—Naval He * An interest in modern training methods and training technology copter School, Culdrose, Helston, Cornwall. An instru tor required to lecture student pilots in Engineering i Helicopter Airframes. Instructional experience easenti and ONC, C & G Certificate or equivalent desirab WHY? Selection by practical test and interview. Starti: salary £1,297 (at 26) to £1,491 (at 30 or over) risi: Because we need Navigation, Instructors for pilot training (and certain categories to £1,843. Increased salary scales under negotiate Write for application form to the Civilian Administr of ground staff) in Aircraft Operating Techniques, Performance, Navigation tive Officer, RN Air Station. Culdrose, Helston, Cor Equipment; Instruments and ATPL subjects. You would initially be involved in wall. Closing date 7 August, 1970. [IE instruction in one of these subject areas (together with the relevant assessment of WELL ESTABLISHED City Shipping Co. enter! results) but you would be expected to progress to further instructions and syllabus air chartering market to work specific accounts requii preparation. active air broker preferably experienced cargo develop business with direct responsibility to dlrecto Apply with full particulars, experience and stati salary required to Box 1599/5. [If THIS IS DEFINITf POST and tr MUST be able to pi SITUATIONS WANTED position on a range i ATR. 26, single, extensive bush experience, tw: Conditions of empl and floats; Interested in African tour of 6-18 mont! Box 1393/5. {01

ATR, American. 18,000hr, accident-free, bush, des and airline experience. Box 1467/5. [1-

Pilots—ATPL, IR, PERF A, 10,000 Please apply to: Assistant Personne hrs., University Degree, prepared BEA Room 1031 to work 24 hours a day, 1 day off per annum (without pay) supply Hounslow, Middle own tool kit for Beech 18 aircraft and be prepared to use it. SxigMUwt

= (In fact we are seeking pilots and = = the terms are realistic—contact the | = Ops. Director or Chief Pilot at \ NATIONAL AIR TRAFFIC CONTROL SERVICE = Building 30, Heathrow Airport, tel: § S V59-4321 x 7348 or 373-0071.) ^iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiimiiiiiiiiiiiiiiiiiiiiiiii AIR TRAFFIC EXECUTIVE PILOT CONTROL OFFICERS required by recently established Air Taxi Company at Carlisle Airport. BOARD OF TRADE (CIVIL AVIATION DEPARTMENT) Minimum qualifications : CPL/IR, Type Rating Twin Comanche P.A. There are vacancies on a training course in December 1970. To qualify, you must be 30. 1,000 hours P.I. at least 21 and under 35 on 1st August 1970 and have had substantial recent aircrew The position requires a high degree or air traffic control experience together with an appropriate standard of education of personal initiative. (normally 5 G.C.E. 'O* levels). The successful applicant will be in his Salary on appointment to Grade IV will be from £1,234 (at age 21) to £1,995 (at twenties and will be required to age 30 or over) rising to £2,213. Somewhat higher in London. Non-contributory undertake administrative and sales pension. duties in addition to flying duties. Prospects are excellent. Promotion to Grade III should follow 3£ years after your Applications in writing to: initial appointment. This grade has a maximum (national) salary of £2,824. There Personnel Manager, are further promotion prospects to grades with salaries up to £3,400 and above. For fuller details and an application form, write to Civil Service Commission, Alencon C.S.E. AVIATION (CARLISLE) LTD. Link, Basingstoke, Hants., quoting 355/70/2. Closing date 17th August 1970. Carlisle Airport, Carlisle RET: SA2 FLIGHT International, 23 July WO 17

Britten-Norman Supervisor/ Inspector Britten-Norman Limited invite application for the following appointments: I Radio S SENIOR PRODUCTION ENGINEER Applications are invited from "R" Licensed who will be responsible to the Chief Aircraft Engineers for appointment at Southend Production Executive for improving K Airport, Southend-on-Sea, Essex. Applicants must be fully experienced Engineers •V production methods and controlling and completed Aircraft Radio Station Overhaul, production engineering aspects of 8 Maintenance and Modifications. new designs. The Company operates a Pension and Free Life I The candidate to be selected will be Insurance Scheme and Three Weeks' Holiday. about 30 years of age, will probably Write, giving brief have an Honours Degree in engi­ details to Mr. B. D. neering and be a practical engineer. Smith, Personnel His experience will also enable him Officer, Aviation to devise and implement production Traders (Engineering) Limited, Southend programmes and control systems. Airport, Southend- A proper understanding of organi­ on-Sea, Essex, sation and methods together with X SS2 6XZ practical experience of work measurement is essential. Base: Bembridge Salary: Not less than £3,000 BH HUH DEI INVENTORY CONTROLLER- A very interesting position is available ISLANDER PROGRAMME for a captain who has extensive A Senior Executive is required who experience with commercial will be responsible to the Chief. Pro­ propeller aircraft. duction Executive for efficient inven­ The position would require the setting tory control and buying for a fast- up, flying part-time, and the moving light transport aircraft pro­ management of a private operation duction line. of such an aircraft based His responsibilities will include the in the U.K. supply of parts on programme to a The position is open to an individual Romanian production line. who is looking for something He will develop a stock control different, outside the normal aircraft/ system capable of quick and econo­ travel industry with the emphasis mic response to market trends. on a good outgoing personality, He will be responsible for the fore­ the ability to organise, and cast, demand and provisioning of who would like to be involved in both spares. management work and flying. This important department is re­ Salary £4,500 annually, with profit sponsible for administering annual sharing and retirement plans purchases in excess of £2,000,000. after year's employment. A complete Base: Bembridge Salary: Not less than £3,000 resume of qualifications and past Age: about 35 experience, including a recent photograph should be sent to Write to: C. Morton, Britten-Norman Ltd, "FLIGHT International," Box No. 1491/5 Bembridge Airport, Isle of Wight i 18 FLIGHT International, 23 July 1970

SITUATIONS WANTED TUITION TUITION

FXiT/SGT NAVIGATOR, available September 5 LEARN TO FLY. Trial flight £ 3. Condors, Air- FU1XY AUTOMATIC FLIGHT SIMTJLATOE. Instru "O" Levels, ONO Business Studies, experienced radar coupes, Cessna 150's from £5 14s per hour. West ment ratings. IMC ratings. EMI/ADP, VOR, IL8 controller, seeks operations or clerical. Box 1667/5. Essex Flying Club, Biggin Hill 4132 or 01-5S2 4217. [0070 General Instrument flying. £3 10a per hour. Bo"] [1518 approved R/T licences. Expert Tuition. Chdcheste SPECIAL SHORT COURSES 82541 [146 FLIGHT ENGINEER, ABB and PAA Licensed, ex­ CPL and ATPL. Eight-week Ground School Courses perienced Turbo jet, Turbo prop-piston, instructor- with programmed lectures and revision planned to LEARN TO GLIDE on a holiday course this sum training, 15,Q00hr. Albert Newman, 16 Cotman Road, finish weekend prior to BoT examinations. Specially mer. Friendly people, licensed clubhouse and fresh Norwich. Tel: Norwich 23840. [1530 designed for experienced pilots exempt from approved country air. Write Dept. LA, Husbands, BosworU training. OPL BoT examinations normally held at the Airfield, near Rugby. [990 CONTROLLER. BoT aerodrome/approach, ratings; School. LONDON SCHOOL OF FLYING Just completed radar course. Box 1451/5. [1489 INSTRUMENT RATING. Link and flying training 35hr approved PPL course. Instructors' Twin Rating for I/R. No waiting period for tests. BoT examiners and Advanced Training Courses; 18 Cherokees, 2 D INSTRUCTOR, full R/T, IMC, aerobatics, age 23, resident at School. links, RT Examinations. Pipers for self-fly hire ani seeks employment, home or abroad. Box 1559/5. [1511 THE ABOVE COURSES CAN BE ATTENDED UNDER sale. Piper air taxis service and Piper aircraft main THE MoD RESETTLEMENT SCHEME. tenance. Restaurant, Cordon Bleu cooking. ALTP, 3,000hr, Comet, Viscount, HS 748, wants PPL TRAINING. Approved 35hr course, and training SOLO RATE ON CHEROKEE 140s. overseas, airline position. Box 1588/5. [1524 for additional endorsements. IMC, I/R, R/T Licence. £8 PER HOUR INCLUDING WEEKENDS. Twin Rating, etc. RIIUMER AVIATION LTD, PIPER MAIN DEALERS, RELIABLE PILOT, 23, married, l,200hr, PAA/ PPL I/R CORRESPONDENCE COURSE. Specially CPL/IR, Instructor, obtaining British CPL/IR, Perf. designed postal course covering all aspects of BoT THE AERODROME, ELSTREE, HERTS. A, seeks position, UK or abroad. Box 1595/5, [1529 examinations for the PPL I/R "Recognised" by the 01-953 4411. [153 Board of Trade as being an approved course. FLYING INSTRUCTOR'S COURSES. Five-week Course for Assistant Instructors Rating; 20hr flying, BOOKS TUITION up to 80hr leactures. Also special courses for additional endorsements or up-grading full Instructor's Rating. STAPLEFORD FLYING CLUB. Modern aircraft. INSPECTION. The School Is open for inspection AERAD FLIGHT DOCUMENTATION—World-wlq. Excellent clubhouse facilities. IMC and RT Ratings. on the second Saturday of every month, or on any coverage with weekly amendment service. Phone Stivpleford 380 for full details or trial lesson. weekday. Write or telephone Kidlington 3931, exten­ IATA Publications (Register of Containers an [0343 sion 65, for an appointment. Our Registrar (Mr Hay- Pallets; Restricted Articles Regulations).; IAL Ai ward) will be pleased to discuss and advise on your Mileage Handbook: "Air Freight—Key to Great* AIR Navigation and Trading Flying Club, Black­ training and licensing requirements without any Profit" by Groenewege & Heltmeyer. pool. PPL, IMC, Night Ratings, aerobatics. Mixed obligation to yourself. APPLY INTERNATIONAL AERADIO LTD Aerst fleet of seven aircraft available. Sales and Servicing. The Oxford Air Training School is the largest, in Flight Documentation and Printing Division, Aeradl Telephone: 0253 45396. Europe. Since April 1964 some 2,000 students have House. Hayes Road. Southhall. Middlesex, England. [1270 qualified there. loci Residential accommodation and restaurant facilities ARB CERTIFICATES. Expert Postal Courses lor the available. SALE.—"Aero" (1911-12), 10s each; "Aeroplane Basic Aeronautical Engineering Examinations on Write: (1939-1945), 5s each, (1946-1948) 39s 6d doze "Satisfaction or Refund of Fees"" terms. Officially THE PRINCIPAL, "Flight" (1980s), "Recognition Journal" (1952-1965 approved and recognised. For details of Exams and £1 dozen.—Fl, 43 Dundonald Road, Colwyn Bay. [15' 600 Courses in Aeronautical, Mechanical Eng. Elec­ OXFORD AIR TRAINING SCHOOL, tronics, Radio, etc, write for 124-page Handbook— OXFORD AIRPORT, FREE, British Institute or Engineering Technology KIDLINGTON, (Dept, 161K), Aldermaston Court. Aldermaston. Berks. OXFORD OX5 IRA. [0470 [0077 AVIGATION, 30 Central Chambers, Ealing Broad­ WEST LONDON AERO CLUB way. London W5 (Tel: 01-567 8949). Full-time or ROGERS AVIATION LIMITED Approved 35hr PPL, Instructor's and Advanced postal tuition for the written examinations for Board Training course; 12 aircraft, four instructors; D4 of Trade pilot/navigator licences. Courses arranged FLIGHT SCHOOL Link; RT training examination. Residential accom­ to suit individual requirements. Board of Trado U.K. FLIGHT TRAINING COURSES modation available. Restaurant bar. Social members recognition for the Instrument Rating, Service pilots Private Licence l.M.C. Rating welcome. London 30 miles

These classified pages of TRAFFIC SUPERINTENDENT FLIGHT British United Airways invite applications for the post of Traffic Superintendent at Gatwick Airport. This is the Company's main base from which its fleet of BAC I-I I and VCio aircraft INTERNATIONAL operate scheduled services to Europe, Africa and South America and charter flights world-wide. He will control a staff of 400 who provide a full are studied by over 24 hour traffic service comprising reception and 200,000* readers in over passenger handling, enquiries and reservations, ships papers, aircraft loading, baggage facilities 100 countries throughout and service control. The man appointed will require considerable the world. managerial ability, and will have had substantial traffic experience at senior level with an IATA airline at an international airport. The com­ mencing salary will not be less than £2000 pa. Application forms are available from Personnel Officer (Recruitment), The airline that British United Airways, If you have a new or has to be best Gatwick Airport, Surrey. (Tel. Crawley 27890, Ext. 27?).

used aircraft for BR/T/SH UMTCO AMWAYS sale, a service to offer or a personnel requirement phone

01-928 3333

for immediate attention. INTERNATIONAL SALES EXECUTIVES

The COMMERCIAL JET MARKETING DIVISION of Cessna Aircraft Company is seeking a number of Sales Executives WHY NOT LET US to direct their CITATION Business Jet marketing activi­ HELP YOU IN ties in several European territories. Responsibilities will include market analysis, planning and implementation of OUR NEXT ISSUE? marketing strategy. Applicants 30/35should be capable of making presentations to top level business executives. Successful candidates must be capable of demonstrating a high degree of initia­ tive and sales ability, as well as a knowledge of two or more languages. Dorset House These positions offer the candidates opportunities for increased growth and responsibilities. Basic salaries will Stamford Street reflect qualifications and experience; excellent incentive scheme along with the normal fringe benefits are provided. London S.E.I If you are interested in a marketing career with a Telex 25137 dynamic, expanding international organization.

Forward details of your experience and qualifications to: Mr. R. E. Battle, Manager, Personnel and Training, * 1969 ABC circulation 39,880 with THE COMMERCIAL JET MARKETING DIVISION, 6-8 Readers per copy Cessna Aircraft Company, Box 1082, Wichita, Kansas U.S.A. 20 FLIGHT International. 23 July 1970 CLASSIFIED ADVERTISEMENTS Use this Form for your Sales and Wants

To "FLIGHT International" Classified Advertisement Dept., Dorset House, Stamford St., London, S.E.I

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INDEX TO ADVERTISERS

PACE PACE PACE Airline Engineering Ltd 14 Cessna Aircraft Corporation 6. 19 Rogers Aviation Ltd 8. 19 Air Gregory Ltd •. 10. 20 Charlotte Aircraft Corp 12. Air Service Training . ,- 14 Chevron International Cover ii Sagittair 16 Air 70 Ltd 7 Civil Service Commission : 16 "Science Journal" Cover iii Air Training College 20 Clarkair International (Svcs.) Ltd 11 Shackleton Aviation Ltd 9 Aviation Traders (Eng.) Ltd 17 Court Line Aviation Ltd 14 Smiths Industries Ltd 3A Avions Pierre Robin 7 CSE Aviation Ltd 2. 3. 8, 14. 16 Spencer Aviation 12 Sperry Gyroscope Division Cover Iv Benson Ltd., J. J. 13 Dismore Aviation Ltd 10 Sportair Aviation Ltd 12 Boreas Corporation , 12 Bristow Helicopters Ltd 18 Eagle Aircraft Services Ltd 6A British. European Airways 16 Elliott Plight Automation Ltd 15 Templewood Aviation Ltd. 11 British United Airways , 19 Express Aviation Services Ltd 12 Terravia Ltd 12 Britten-Norman Ltd 17 Fairoaks Aviation Services Ltd 12 Brooklands Aviation Ltd 12 Van-Dusen Aircraft Suppliers 13 Brymon Aviation Ltd 12 Glos-Air Ltd 10 Vernair Ltd 13 Budworth Ltd.. David 13 V.F.W 4. 5 Lombank Ltd 13 Cassel] & Co. '. 7 Lulsgate Air Services Ltd 11 Yorkshire Light Aircraft Ltd 12

IPC TRANSPORT PRESS LTD., Dorset House, Stamford Street, London SE1; telephone 01-928 3333. Telegrams/Telex: Bisnespres Ldn, 25137 Annual subscription*; Home £8. Overseas £8 for one year; £20 8s for three years. Canada $20 surface and USA $24.50 airspeeded for one year. Second Class Airmail—U.S.A. & Canada'$44.50 for one year. Change of address—please note that four weeks' notice is required, together with the return of a wrapper bearing the old address. Registered at the General Post Office as a newspaper. Second Class Mail privileges authorised at New York. NY. . Branch Offices: Coventry, 8-10 Corporation Street; telephone 0203 25210. Birmingham: 401 Lynton House, Walsall Road, Birmingham 22b; telephone 021 356 4838.1 Manchester, Statham House, Talbot Road, Stretford, Manchester M32 OEP; telephone 061-872 4211. Glasgow, 2-3 Clairmont Gardens, Glasgow C3; telephone 041 332-3792 on 041 332-8806. Bristol. 11 Elmdale Road, Bristol 8; telephone 0272 21491/2/3.

ibpa International Business Press Associates OVERSEAS ADVERTISEMENT SALES OFFICES. PRANCE: Division Internationale. Compagnie rranca^- d'Editions, S.A., 40 Rue du Colisee Paris 8e. GERMANY: Kontinenta Anzeigen-Verwaltung. Grafenberger Allee 269. 4 Dusseldorf. W. Germany. HUNGARY: Hungexpo. Budapest XIV, Variosliget- ITALY: Etas-Kompass SpA, Via Montegna 6, Milan. Italy. JAPAN: International Business Press. Asia Magazines Ltd.. Seika Building. 7-16 4-chome. Akasaka. Minato-ku, Tokyo. SWITZERLAND: Agentur Iff, 8201 Schaffhausen, Neustadt 57. NEW YORK: Uiffe-NTP. Incorporated, 205 East 42nd Street. New York. N.Y. 10017. CHICAGO: IlifTe-NTP Incorporated 5 South Wabash Avenue, Chicago. Illinois 60603. LOS ANGELES: Duncan Scott & Marshall Inc., 1830, W. 8th Street, Los Angeles. California 90057. SAN FRANCISCO: Duncan Scott & Marshall Inc., 85, Post Street. San Francisco, California 94104

Printed in Great Britain for the Publishers, IPC TRANSPORT PRESS LTD, Dorset House, Stamford Street. London, SE1, by INDEX PRINTERS." Dunstable, Beds. Distributed by IPC Business Press (Sales & Distribution) Ltd.. 40 Bowling Green Lane, London, EC1 (01-837 3636). "Flight International" can be obtained abroad from the following: AUSTRALIA AND NEW ZEALAND: Gordon A Gotch Ltd. INDIA: A. H. Wheeler & Co. CANADA: The Wm. Dawson Subscrip­ tion Service Ltd, Gordon & Gotch Ltd. SOUTH AFRICA: Central News Agency Ltd; Wm. Dawson & Sons (SA) Ltd. USA: Eastern News Distributors Inc. 155 West 15th Street, New York 10011. USA. CONDITIONS OF SALE AND SUPPLY: This periodical is sold subject to the following conditions, namely, that it shall not. without the written consent of the publishers first given, be lent, re-sold, hired out or otherwise disposed of by way of Trade at a price in excess of the recommended, maximum price shown on the cover; and that it shall not be lent, re-sold, hired out or otherwise disposed of in a multilated condition or in any unauthorised cover1 by way of Trade; or affixed to or as part of any publication or advertising, literary or pictorial matter whatsoever.