JET AIRCRAFT OPERATED BY AIR CEYLON
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The 720 is a smaller capacity, lighter, medium range variant of the 707, given its own model number to indicate significant engineering changes.
Introduced in 1959, the 720 (originally designated 707-020) retained the same basic structure as the 707-120, but was 2.54m (8ft 4in) shorter, which reduced seating to 112 (38 + 74) in a typical two class arrangement. Other changes were made to the wing which introduced full span leading edge flaps, while a glove between the inner engines and the fuselage increased wing sweep and wing area and decreased the wing's thickness/chord ratio. The changes to the wing made it more aerodynamically efficient, permitting higher cruising speeds and lowered minimum speeds (which aided field performance).
Like the early 707s the first 720s had JT3C turbojets, although less powerful models lacking water injection because of the 720's lighter weight. Compared with the 707-120 the 720 also had reduced fuel capacity and a lower max takeoff weight. But many components were interchangeable between the 720 and 707, while inside the cabin the 720 and 707 shared the same passenger interior and flight deck.
The initial 720 (bound for launch customer United) first flew on November 23 1959. Certification was awarded on June 30 1960, and entry into service with United Airlines was on July 5 that year.
The availability of the far more fuel efficient Pratt & Whitney JT3D turbofan resulted in the 720B, which was powered by either JT3D1s or 3s. First flight of the 720B was on October 6 1960, with certification awarded on March 3 1961. The 720B also featured a higher maximum zero fuel weight (significantly boosting payload/range) and an increased max takeoff weight due to the heavier turbofan engines.
Major 720 operators included American Airlines (a number of its 720s were converted to 720Bs with turbofan engines), United, Continental, Eastern, Northwest Orient and Western, while operators outside the US included Lufthansa and Avianca.
720B - Four 75.6kN (17,000lb) Pratt & Whitney JT3D1 turbofans or four 80kN (18,000lb) JT3D3s.
720B - Max speed 1009km/h (545kt), max cruising speed 983km/h (530kt), economical cruising speed 896km/h (484kt). Range with maximum payload and no reserves 6687km (3610nm), range with max fuel 8428km (4550nm).
720B - Operating empty 51,203kg (112,883lb), max takeoff 106,140kg (234,000lb).
Wing span 39.88m (130ft 10in), length 41.68m (136ft 9in), height 12.66m (41ft 7in). Wing area 234.2m2 (2521sq ft).
Flight crew of three comprising two pilots and a flight engineer. Typical seating for 112 in two classes, max seating for 149, later approved (for Eastern Air Lines) for 165.
Between 1959 and 1969 Boeing built 65 720s and 89 720Bs (many 720s were converted to 720Bs). One in commercial service in Africa, three others used as corporate transports.
Air Ceylon Aircraft
N64696 Boeing 720-022 c/n 18073 1976-1977 leased 4R-ACS Boeing 720-023 c/n 18013 1977-1977 leased
4R-ACS (cn 18013/120) This Monarch Al B720 (G-BCBB) was leased to Air Ceylon between March-December 1977
Boeing 720-023B 4R-ACS at London - Heathrow (LHR / EGLL) UK - England, July 29, 1977
Ex Monarch (G-BCBB) aircraft was leased to Air Ceylon between March-December 1977
London - Luton (LTN / EGGW) UK - England, July 1, 1977
4R-ACS at London Heathrow - 11 April, 1977
Air Ceylon (Ex United Airlines) B720 at Brussels, June 1976
FSX Air Ceylon 707
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Douglas DC-8-41 Singapore - Paya Lebar (QPG / WSAP), November 1976
The popular DC-8 was Douglas' first jet powered airliner, and the USA's second successful jet powered transport behind the Boeing 707.
Despite its strong hold on the world airliner market in the early 1950s, and the appearance of the jet powered De Havilland Comet in 1949, Douglas moved cautiously into the field of jet powered transports, a decision which was to cost it dearly in lost potential sales over the following decades.
Douglas announced it was developing the jet powered DC-8 airliner in June 1955, a year after the first flight of the Boeing Model 367-80, the 707 predecessor. The first DC-8 flew on May 30 1958, five months before the 707 entered service with Pan Am. A concerted flight test program involving nine aircraft led to certification being awarded on August 31 1959. Entry into commercial service with launch customers United and Delta was on September 18 that year.
Unfortunately for Douglas, the earlier availability of the 707 meant that initial sales of the DC-8 were relatively slow. However, the emergence of Douglas' design had already forced Boeing to widen the fuselage width of the 707, and unlike the Boeing the DC-8 was offered in domestic and intercontinental versions from the start.
Versions of the initial short fuselage DC-8 were: the Series 10, the initial domestic version with 60.1kN (13,500lb) P&W JT3C-6 turbojets - 28 were built for Delta and United; the similar Series 20 but with more powerful 74.7kN (16,800lb) JT4A-9 turbojets; the intercontinental Series 30 and Series 40, powered by JT4A-11s or Rolls-Royce Conways respectively; and the Series 50, perhaps the definitive short fuselage model and a direct competitor to the 707-320B/C, with 80.1kN (18,000lb) JT3D-3 turbofans. Convertible 50CF and pure freight 50AF Jet Trader versions were also offered, while others were subsequently converted to freighters.
The short fuselage DC-8s were replaced in production by the substantially larger stretched DC-8 Super Sixty series.
Series 50 - Four 80.1kN (18,000lb) Pratt & Whitney JT3D-3 turbofans.
Series 50 - Max cruising speed 933km/h (504kt). Range with max payload 9205km (4970nm), max range 11,260km (6078nm).
Series 50 - Operating empty 60,020kg (132,325lb), max takeoff 147,415kg (325,000lb).
Wing span 43.41m (142ft 5in), length 45.87m (150ft 6in), height 12.91m (42ft 4in). Wing area 257.6m2 (2773sq ft) on early aircraft, 266.5m2 (2868sq ft) on later aircraft.
Flight crew of three. Mixed class seating for 132, typical all economy seating for 144, or up to 179 in high density single class layout. A number of aircraft are converted for VIP/executive use. Freighter versions can carry approximately 15 tonnes (34,000lb) of cargo consisting of pallets or containers.
295 Series 10, 20, 30, 40 and 50 DC-8s built between the late 1950s and 1968.
Air Ceylon Aircraft
OO-TCP Douglas DC-8-32 c/n 45265 1974-1974 leased 4R-ACQ Douglas DC-8-53 c/n 45604 1972-1978 4R-ACT Douglas DC-8-43 c/n 45445 1977-1978
Pomair DC-8 was ex Pan Am and was leased to Air
Douglas DC-8-53 Miami - International (MIA / KMIA), USA - Florida, May 1979
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Hawker Siddeley HS 121 Trident
The Hawker Siddeley HS 121 Trident (alternatively the D.H.121) was a British short/medium-range three-engined jet airliner designed by de Havilland and built by Hawker Siddeley in the 1960s and 1970s. The Trident is notable for its pioneering avionics which enabled it to become the first airliner to make a fully automatic approach and landing in revenue service in 1965 and to be the sole airliner capable of automatic landings in regular service from 1966 until versions of the Lockheed TriStar were also cleared to perform them in the mid-1970s
Designed very tightly around a British European Airways (BEA) specification, the Trident had modest sales, with 117 produced. The political and industrial aspects of its emergence, development, production, operation, and marketing were highly controversial in the 1960s and 1970s. Commentators have felt that the sales prospects and commercial usefulness of the type were gravely compromised because undue attention was paid to the needs of its launch customer who first insisted that it should be made much smaller than originally envisaged and who then insisted that it should be enlarged practically beyond the limits of its airframe and powerplant.
BEA's successor, British Airways retired the type in the early-mid 1980s. In China the Trident remained active in Air China service until the 1990s.
Capacity: 115 passengers
Length: 114 ft 9 in (35 m)
Wingspan: 98 ft (28.9 m)
Height: 27 ft (8.3 m)
Wing area: 1,462 sq ft (135.82 sq m)
Empty weight: 73,800 lb (33,475 kg)
Max takeoff weight: 142,500 lb (64,636 kg)
Engine: 3 × Rolls-Royce RB.163-25 Spey 512 , 11,930 lbf (53.1 kN) each
Maximum speed: 590 mph
Cruise speed: 580 mph
Range: 2,700 miles (4,345 km)
Service ceiling: 27,000 to 36,000 ft (8,000 to 11,000 m)
Air Ceylon Aircraft
Hawker Siddeley Trident 1E-140
c/n 2135 1969-1978
Air Ceylon initially planned to purchase the Trident 2E but took up the remaining Trident 1E ordered by Channel Airways at the price of £2.2m to join it's route network but also had an option on another possibly the 2E . The aircraft was delivered to the airline on 19 July 1969 and was the last 1E to be delivered. Air Ceylon operated a two class 88 seat layout on scheduled services from Colombo to Bangkok, Bombay, Karachi, Madras and Singapore at a later date services to Delhi and Kuala Lumpur. The aircraft served the airline until it was withdrawn from use in July 1978 and then used as an instructional airframe for many years and even wore a test Air Lanka color scheme until scrapped in the 1990's.
HS-121 Trident 1E Singapore - Paya Lebar (QPG / WSAP), December 1976
4R-ACN (cn 2135) Kuala Lumpur - Subang / Sultan Abdul Aziz Shah (SZB / WMSA) Malaysia, March 1978
HS-121 Trident 1E Paris - Le Bourget (LBG / LFPB) France, June
seen an airplane yet that can read the type ratings on your pilot's license.
- Chuck Boedecker -
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