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shown by the illustration on page 35. The twin-engine composite has a takeoff ground run of 405 ft; and the total takeoff distance including climb to 50 ft is 740 ft, as shown by the illustration on page 35. These data assume takeoff in zero wind, zero gradient, and standard atmosphere. Inasmuch as the takeoff distance to be published in the airplane flight manual is an absolute value for all engines operating, no margin for contingencies is included. Until transport-category provisions are made for STOL aircraft used in common carriage, it appears advisable to require the aircraft to be accelerated to liftoff speed and thereafter stopped within the effective length of the runway. Additionally, to provide for operational vagaries, such as unaccountable winds and minor variations in engine and airframe efficiency, some additional margin of runway length should be provided. Accordingly, we propose that neither the takeoff distance to 50 ft nor the sum of the takeoff roll plus the landing roll exceed 80% of the effective runway length. Gradients of Climb and Approach. The single engine composite will have a landing gradient before flare of 12.6 deg and a takeoff gradient of 10.0 deg. The twin-engine composite will have a landing gradient of 8.6 deg and a takeoff gradient of 9.5 deg. These data assume zero wind and standard atmosphere. Cruising Speed. The single-engine composite will have a still-air cruising speed of 157 knots. The twin-engine composite will have a still-air cruising speed of 154 knots. These data assume cruise speed at 75% of maximum continuous rated power. Payload. The single-engine composite will have a payload of 1970 lb. The twin-engine composite will have a payload of 3288 lb. Payload is predicated on a single pilot (170-lb average weight) and fuel for a total of 1 hr and 30 min of operations on board. Passenger Capacity. The single-engine composite will have nine-passenger capacity. The twin-engine composite will have 14-passenger capacity. Several of the aircraft types involved now have turbine powerplants, delivering twice the horsepower of the engines included in the original design without significant enlargement of the fuselage. These designs are apt to be significantly space-limited for short-haul operations. By the same token, we envisage that further improvement in fuselage design will follow rapidly, as soon as the promise of a market appears assured. Based on the payloads which can reasonably be predicted for aircraft using turbine-propeller powerplants of approximately 600 shp, a passenger capacity of 20 may be forecast within the next three years. Price. The single-engine composite is priced at $100,000, and the twin-engine composite is priced at $270,000. These prices are predicated on typical electronic equipment meeting the minimum requirements of FAR Part 135. An additional cost of $14,000 will be required for the installation of short-range precision navigation aids which would be necessary for full IFR operation. Designing a Stolport. The principal characteristic to be sought in a Stolport will be proximity to the transport market place. We have already indicated, for example, the tremendous concentration of commercial activity in the southern portion of Manhattan Island. It would appear that peripheral points of this area would serve admirably as locations for STOL service. The principal areas involved would lie, of course, on the waterfront; but other areas, such as East River Park and Central park, would obviously be convenient with respect to motor transportation markets, as can be seen by a glance at map here. The sites concerned should permit possible integration with other modes of transportation. For instance, collocation with a subway hub, including PATH, would permit ready access to other areas of Manhattan and nearby Brooklyn and New Jersey. Were the Stolport structure elevated and situated over piers serving the major transatlantic surface carriers, new opportunities of service to NEW YORK CENTER [[image]][[/image]] 36
