Aircraft manufacturers had, for some 4 decades, attempted to design the elusive DC-three substitute with completely different powerplant types, including the Piston diaphragm-engined Convair 240/340/440 and Martin 2-0-2/4-0-4 series and the turboprop Vickers Viscount, Fokker F.27 Friendship, and Hawker Siddeley HS.748. Of the two, de Havilland, with its previous Rapide, Dove, and Heron pistonliners, had had considerable regional aircraft experience and had designed the world’s first pure-jet airliner in the type of the quad-engined DH.106 Comet. An initial study for such a DC-three alternative, designated the DH.123, had featured a 60.6-foot overall length, an 81.3-foot wingspan, two 1,150 shp Gnone turboprops connected to a high wing, and a 22,100-pound maximum take off weight. 1. Suitable pure-jet engine availability.
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The ground speed had pinnacled at 411 knots. Descent, initiated with fifty four miles remaining on its flight plan, had been attained by dialing in 5,500 feet within the cockpit’s “ALT SEL” autopilot, leading to a 2,000-fpm descent fee. Emerging from the ceiling mist over the child blue of Lake Kariba, which had been outlined by its dry, tan and brown scrub shoreline, the captain consulted his landing flap chart corresponding to a 34,500-kilo weight.
Leaning right into a right financial institution over the brown and tan African expanse at 4,200 feet, the BAe-146 retracted its flaps from the 24- to the 0-diploma place, completing its “After Take Off” checklist. Ascending through 7,600 feet, at which time a 291-knot ground speed had been registered, it maintained a 1,800-fpm climb fee. Its NAV indicated a 135.4-mile distance to Kariba.
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