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Aviation History
1919
1919 - 0198.PDF
rfilCHT! at this speed for a minimum of 60 hours, and in order to allow for loss of time on the way owing to adverse weather or other reasons, it is considered that an airship able to do 80 hours' flight at a speed of 60 m.p.h. would meet all the conditions. It is proposed that the airship should have a full speed at ma^ximum power of 75 m.p.h., but she would generally only fly at reduced power, giving a speed of 60 m.p.h., the additional power being held in reserve to enable the additional speed to be utilised for getting through storm areas or going against adverse winds. SECTION IV.—Proposed London to New York Service 1. Specification of Proposed Airship (A complete specification is given in Section VII) The Main Particulars to be as follows. Gross gas capacity.. .. .. .. 3,500,000 cub. ft. Normal total lifting power .. .. 105 tons. Disposable lift 68 „ (The " disposable lift " is that available for fuel and oil, stores, crew, passengers and mails.) Total engine power .. .. .. 3,500 b.h.p. Speed at full power .. .. .. 75 m.p.h. Normal flying speed with 2,000 b.h.p. .. 60 „ Consumption of petrol .. .. .. .5 lb. per b.h.p.- hour. Consumption of oil .. .. ., .03 lb. per b.h.p.- hour 2. Proposed Crossing Routes Prevailing wind on the direct route (London to New York) is almost always from west to east, which would of course always favour the eastbound journey, but is unfavourable to the westbound journey. It is proposed, therefore, that the crossing eastward from New York to London should be made by the most direct route, and thus take advantage of the westerly winds ; the distance direct by this route is 3,000 miles. By making the westbound journey by a southerly route, via the coast of Portugal—Azores—and on 35 deg. N. parallel of latitude across the Atlantic, and then to New York, the voyage is made in a region where the prevailing westerly winds of the higher latitudes are absent, and only light winds are encountered, which are generally of a favour able direction. The distance by this route, however, is about 3,600 miles, but with a ship speed of 60 m.p.h. it would be quicker to make the westbound journey by the direct route if the westerly wind did not exceed 10 m.p.h. If the wind was greater than this, it would be quicker to go West by the southerly route via Azores. For information regarding prevailing winds, reference should be made to Section V. As a basis for the times taken, the journey from London to New York via Azores is taken. Although the speed of the airship at maximum power is 75 m.p.h., the crossing normally would be made at a speed of 60 m.p.h., which only requires 2,000 h.p., and is thus much more economical in fuel. The full speed, however, can be used whenever the ship has to voyage through any storm areas against strong head winds. By the southerly route, the time taken for the journey of 3,600 miles at a speed of 60 m.p.h. is 60 hours, but to allow for delays owing to adverse weather, allowance is made for the airship always carrying 80 hours' fuel at 60 m.p.h. The distances and normal times for the journey would therefore? be as follows :— London to New York, via Portugal and the Azores,3,600 miles Time taken. 60 hours or T\ days. Memorial Service for Flying Officers and Men A MEMORIAL service to commemorate the officers and men of the K.N.A.S., R.F.C. and R.A.F. who have fallen during the War will, with the permission of the Dean of Westminster be held in Westminster Abbey at u noon on February 19. The King has been pleased to signify his intention to attend. Owing to the seating accommodation being limited, it has been necessary to restrict the tickets U> relations and friends of fallen officers and men It is par ticularly requested that no correspondence in connection with the service should be sent to the Abbey authorities. Applications for tickets are being dealt with at Room T19. Air Ministry, Strand, W.C. 2. Civil Aerial Transport THE lecture by Mr. Claude Grahame-White 011 " Civil Aerial Transport : Is it Practicable, is it Safe, and is it Pro fitable ? " which was postponed owing to the General Elec tion, has now been arranged for Wednesdav, February 19. at the Central Hall, Westminster, at 8 p.m." Maj.-Geri. 1he Rt. Hon. J. E. B. Seely, C.B., C.M.G., D.S.O., Under-Secretan of State for the Air, will be in the chair. Tickets mav be FEBRUARY 13, 1919 New York to London by the direct route, 3.000 miles. Time taken, 50 hours or just over 2 days. 3. Service It is proposed to have four airships for use on the Atlantic service. Two airships would only be in aervice at a time, and the other two standing by, so that each auaaip could lay up alternate weeks for overhaul and refit, etc. At the time of journey between London and New York will vary between 50 to 60 hours, each airship will therefore easily make two crossings or one double journey per week, thus giving a service with two airships of two " sailings " each way per week. The average time table might therefore be as follows:— LEAVE LONDON. ARRIVE NEW YORK. Monday, a.m. Wednesday, p.m. Thursday, a.m. Saturday, p.m. LEAVE NEW YORK. ARRIVE LONDON. Monday, p.m. Thursday, a.m. Thursday, p.m. Sunday, a.m. From available weather records, it is considered that crossings would be practicable on at least 300 days in the year, or 82 per cent, of the total days, so that it is probable that a total of 200 crossings in the year could be maintained. It is probable that until weather conditions have been further studied so that advantage can be taken of the best possible routes, that a regular service of two crossings each way per week could probably only be maintained at first in the months of May to September, and that the crossings in October to April would probably be irregular, the actual day of sailing being dependent on the weather conditions. 4. Crew Required Two watches would be carried, who would take duty in 8-hour shifts, and both watches on duty when leaving or landing. Each watch: Navigating officer, steersman, elevator man four engineers, signalman for W/T, 8 men. Also two stewards. Commanding officer. Total crew 19 men Four crews would be in service between the airships, so that each crew would only make two crossings per week. Weight of crew at 160 lbs. per man .. .. "1 Total weight Personal effects at 20 lbs. per man .. .. > 19° l°s. Food at 10 lbs. per man per crossing .. j per man. Total weight for crew .. 190 x 19 - 3,600 lbs. — 1.6 ton 5. Passengers and Mails Carried Weight per Passenger. Weight of man at 170 lbs. .. .. . ."1 ^ Personal effects at 50 lbs. per man .. . - V man Food, etc., for journey at 15 lbs. per man .. j Distribution of Disposable weight for Journey per Crew and effects •• 19 men at 190 lbs. Fuel and oil for 80 hours at 60 m.p.h. Starting ballast for 2,000 ft Emergency ballast Vvailable for passengers and mail* 1-5 38.0 6-5 150 ton 68.0 tons 15 tons would carry 140 passengers and effects, or 10 tons mails, and 50 passengers. ^ (To be continued.) a m obtained from the Secretary of the Koyal Aeronautical Society, 7. Albemarle Street, London. W. I. Folkestone Looks Twice at a Gotha THE Folkestone Corporation is in something of'a quan dary. It would very much like to accept an offer made by the Royal Aeronautical Society, on behalf of the Air Ministry, nfa complete Gotha, with engine, for permanent exhibrtior HI the town. It was pointed out, however, that it woulo be necessary to keep the machine under cover, and that •« building to accommodate it would cost £3.00° or mor'' Some members of the Council, considering the gift somewhin in the nature of a white elephant, wished courteously to decline it, but on second thoughts a small committee *n appointed to consider the matter. Flight " Milestones " IN answer to the rush of enquiries as to wluu the por< folio edition of the Flight " Milestones " Series will be put lished, due notice will be given in the pages of FLIGHT win the edition is ready. It is obvious that this rannot be un*' the series has been completed 19H
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