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Aviation History
1931
1931 - 0747.PDF
FLIGHT, JULY 17, 1931 " Owing to his great size it is difficult to appreciate Hannibal's proportions, except ata considerable distance; as seen from the ground, or preferably from another plane, he appears quite graceful in flight." (FLIGHT Photo.) the coast at Dymchurch. Over the Channel the gapsbetween the clouds became larger, and we were able to watch the shipping and the curious etched or stippledappearance of the surface of the water with the sun shining brilliantly on it. One should have mentioned earlier theimpressions gained within the cabin rather than what was happening outside, but, in actual fact, all the party wereso busy trying to locate our position over Kent through the occasional breaks in the clouds that it was not untilwe were crossing the Channel that we began to notice things within the cabin. The opportune appearance ofthe steward with drinks and light refreshments assisted considerably in this direction. Regarding the comfort ofthe passengers, it is no exaggeration to say that it could hardly be bettered in any respect—the ample chintz-covered seats are comfortably arranged in pairs, with padded arms and head-rests. A small table, completewith tumbler holder and flower vase, is arranged between each opposing pair of seats. The solid-feeling floor is car-peted, and is warmed when necessary from below, whilst horizontal air shafts above the windows admit fresh airto the cabin through a series of adjustable ventilators, one above each window, so that the passengers may themselvescontrol the ventilation of the cabin. The arrangement of the windows, and more particularly the position of thecabins relative to the lower planes, permits an excellent view downwards and forwards ; the upswept lower centresections of the planes assist materially in this respect. Finally, there remain the all-important questions (fromthe air-traveller's point of view) of noise, vibration and steadiness, and it is in these respects that Hannibal excels.In a leaflet supplied by the organisers of the demonstra- tion it was stated that the noise heard by the passengersis " not greater " than that experienced in an express train—that appears to be a curiously negative way ofputting it—actually there is no comparison. The noise 'in an express train can only be described as a clatteringracket, with a monotonous beat as the coach sways and jolts over the metals. The steady drone of Hannibal'sfour geared and moderately supercharged Jupiters has been so effectively deadened by the special precautionstaken in the arrangements and construction of the cabins that it is merely noticeable, but not in the least irritat-ing ; nor does it interfere at all with conversation. Furthermore, it was surprising to notice a complete absenceof " beat " phasing such as occurs in twin-engined craft. As seen from the amidships portion of the fuselage, where,of course, there is considerable noise, the four-bladed pro- pellers appear to be taking life very easily at their normalcruising revolutions. On the score of steadiness, it is libellous to compare Hannibal with an express train— pouring out a cup of tea in atrain travelling at 65 m.p.h. is a hazardous undertaking—Hannibalallows you to do it at 100 m.p.h., as though you were seated atyour breakfast table. Apart from a slight drumming of the thintable top, which caused a shimmer on the surface of theliquids (various) in our glasses and cups over the Channel, therewas no movement ; stood on the floor the surface was undisturbedby vibration. This little test was possibly the most interesting andconvincing that could be devised to demonstrate Hannibal'sadvance over other civil aircraft. In the matter of steadiness one,of course, has to take the pre- vailing air conditions intoaccount ; at 7,000 ft. we were enjoying brilliant sunshine and aslight but steady following wind, which fact demonstrates yet afurther point in favour of air travel—the pilot can chose his" track " to ensure the most comfortable conditions. Un- fortunately our pilot spotted arival plane, the Golden Ray of the Air Union line below, andwe dropped rapidly from the 6,000 ft. at which we crossed theFrench coast near Paris Plage to between 2,000 and 3,000 ft. The Golden Ray left Croydon shortly before our departure,but, as we watched it from the port side of the cabin, it was clear that we should reach Le Bourget a littleahead. We were then travelling at an air speed of 105-110 m.p.h. through patchy clouds, and the irregularbumps made things a little less happy aboard. At 11.12 a.m. we landed perfectly at Le Bourget,having completed the trip in just under the two hours, "THE OFFICE": The pilots' seats are placed side byside, and engine controls and wheel brake lever placed centrally, within reach from both seats. The airspeed indicator is also centrally placed. (FLIGHT Photo.) 701
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