The British Aerospace BAE
Aircraft manufacturers had, for some four a long time, attempted to design the elusive DC-3 alternative with different powerplant sorts, including the piston-engined Convair 240/340/440 and Martin 2-0-2/4-0-4 sequence and the turboprop Vickers Viscount, Fokker F.27 Friendship, and Hawker Siddeley HS.748. Of the two, de Havilland, with its earlier Rapide, Dove, and Heron pistonliners, had had considerable regional aircraft experience and had designed the world's first pure-jet airliner within the type of the quad-engined DH.106 Comet. An initial study for such a DC-3 substitute, designated the DH.123, had featured a 60.6-foot general size, an 81.3-foot wingspan, two 1,a hundred and fifty shp Gnone turboprops hooked up 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 velocity 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 in the cockpit's "ALT SEL" autopilot, resulting in a 2,000-fpm descent charge. Emerging from the ceiling mist over the baby blue of Lake Kariba, which had been outlined by its dry, tan and brown scrub shoreline, the captain consulted his touchdown flap chart corresponding to a 34,500-kilo weight.
Leaning into a proper bank over the brown and tan African expanse at 4,200 toes, the BAe-146 retracted its flaps from the 24- to the 0-degree position, completing its "After Take Off" checklist. Ascending through 7,600 ft, at which time a 291-knot floor velocity had been registered, it maintained a 1,800-fpm climb price. Its NAV indicated a 135.4-mile distance to Kariba.
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