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Wednesday, 11 November 1959

Mr Clay y asked the Minister representing the Minister for Civil Aviation, upon notice -

1.   Has the Department of Civil Aviation made any investigation to determine whether Boeing 707 aircraft are causing no more, and possibly less, nuisance than piston engine and turbo-prop types of aircraft now operating from Kingsford-Smith Airport?

2.   Have the Boeings been fitted with noise suppressors?

3.   How does the noise made by the Boeing compare with that made by Comet aircraft?

4.   Have the Boeings achieved a much steeper rate of climb from the runway at Kingsford-Smith Airport than other types of aircraft?

5.   How many take-offs have been made by the Boeings over Botany Bay?

6.   How many landings have been made by Boeings at Kingsford-Smith Airport?

7.   How many of these landings have been made from the direction of Botany Bay?

8.   What is the meaning of the term " aircraft operating with reduced pay loads", and what is the reason for this operation?

9.   Have the Boeings been operated with reduced pay loads?

10.   Have training flights in Boeings been made from Kingsford-Smith Airport?

11.   What progress has been made in the construction of sound-proof cells at Kingsford-Smith Airport for the testing and running-in of jet aircraft motors?

Mr Townley - The Minister for Civil Aviation has furnished the following replies: -

1.   Yes. The Boeing 707 aircraft is causing a slightly higher noise on the community than the piston engined and turbo-prop types of aircraft. It is very significant, however, that this noise has been reduced during recent months as the pilots obtained greater experience in the handling of the aircraft. Both the operating company and the Department of Civil Aviation hope that it will be reduced still further.

2.   Yes.

3.   At places very close to the airport the noise made by the Boeing is greater than that made by the Comet since the shorter take-off run of the Comet enables it to climb to a higher altitude at these places. Further away from the airport, however, when this relative difference in the heights achieved is not so significant, the noises made by the two aircraft are approximately the same.

4.   The Boeing 707 does achieve a much steeper rate of climb than piston engined aircraft such as the Lockheed Super Constellation, the DC6 and the Viscount. Its climb is more comparable to that of the Convairs 240 and 340.

5.   There have been no take-offs on regular services over Botany Bay since length of the 16/34 runway at Sydney is not sufficient to allow heavily laden Boeings to use it for take-offs. There have been several take-offs of lightly laden aircraft in this direction, when flying to Avalon for training.

6.   There have been 33 landings made on schedule services and about the same number by aircraft returning from Avalon after training or on delivery flights.

7.   None. Landings can be made on the 16/34 runway, but the wind direction and strength has at no time been such as to make a landing from the bay necessary or desirable.

8.   For every aircraft there is a pay load known as the " full volumetric pay load ". This is related to the maximum weight at which the aircraft can operate and also the maximum weight that can be carried in that part of the aircraft which is built to take the pay load, i.e., the passenger and freight compartments. Aircraft operating on regular scheduled services are rarely required to uplift the maximum volumetric pay load. An aircraft could, for example, have every seat occupied, with the normal amount of passenger baggage plus an amount of excess passenger baggage, mails and freight and still not to be up to its full volumetric pay load. An aircraft operating with a pay load at less than the full volumetric pay load is operating at a reduced pay load. In some cases such as at Sydney the length of the runway is such that the maximum all-up-weight limitations on the aircraft set a maximum pay load at less than the full volumetric pay load. Thi* pay load for Sydney is, except in very hot conditions, sufficient to allow the aircraft to take off with all passenger seats occupied, with ample weight for passenger baggage and for the normal weight for mails and freight. It is less than the full volumetric pay load possible, but is not a practical restriction on the loads to be lifted out of Sydney. Under very hot conditions there could be a small restriction at Sydney.

9.   This has been covered in the answer to question 8.

10.   No. The only flights in and out of Sydney by Boeings concerned with training have been to move the aircraft to and from Sydney to Avalon, where the training operations have been carried out.

11.   Qantas have already built and have in operation a sound-proof test cell at Sydney KingsfordSmith Airport. They also have mobile suppressors which can be fitted on to the engines in the airframe itself, if it is necessary to carry out any extensive engine testing in the airframe.

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