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Aviation History
1931
1931 - 1223.PDF
FLIGHT, NOVEMBER 20, 1931 A Fokker Super-Universal of the S.M.A.T. Co. This type is not now used, as the ply-wood wing did not stand the climatic conditions well. representatives as to the requirements of aircraft in Canadaare thus confined to those particular types of operations, and which represent but the very smallest part of ourair transportation activities. An Invitation to the Aircraft TradeIf British aircraft companies wish to find out the extent of the possibilities for marketing their machines in Canada,I feel that the only satisfactory way is for them to send out representatives with technical knowledge to visit someof the more remote bases of the Northern Canadian operating companies. These representatives would thenreturn to England with first-hand information, obtained from the observance of aircraft operating in the field underall conditions. As for our Company, we should welcome any such arrangement, and would provide representativeswith every facility, living accommodation, and free air transportation from the railhead right up to the Arcticcoast and back again. One British company has been successful with the lightaeroplane, but this is only a luxury trade. We are still in need of a British heavy-duty single-engine aircraft,suitable for our remote operations. Canadian Airways, Ltd., a Canadian National andCanadian Pacific subsidiary, have purchased an all-metal Junkers Ju.52 freighter at a cost of approximately£15,000, and they operate at least 35 aircraft, all of American manufacture with the exception of two whichare German. This situation in a British Dominion does little credit to the powers of salesmanship and progressiveimagination of our own aircraft industry, but until a British aeroplane is produced to meet the requirementsof Canadian service, the United States and Germany will continue to receive our unwilling patronage. Canada is an Empire with thousands of square mileswhich the aeroplane alone can develop. The aeroplane most widely used for work in Northern Canada is thesingle-engine, high-lift or semi-high-lift, high-wing, con- vertible monoplane, adaptable to pontoons in summer andski gear in winter. Multi-engined aircraft have been con- sidered unsuitable for the country owing to the difficultyand time taken in preheating two or more engines in ex- treme temperatures. The Fokker super-Universal and Fairchild cabin typeshold about equal honours. Nearly all aeroplanes used on transportation service in Canada have Pratt & WhitneyWasp nine-cylinder radial engines. A few aircraft have the 220 Wright Whirlwind, which is moderately satisfac-tory, but in no way comparable to the Pratt & Whitney Wasp. The Fokker and Fairchild have a top speed on floatsof 90 m.p.h. and on skis of 100 m.p.h. Their cruising speed is about 80 m.p.h. on floats and 90 m.p.h. on skis.They have a landing speed of from 55 to 65, according to load, which in the latter figure is much too high andmakes conditions extremely dangerous when landing on rough water or on hard-packed or drifted snow becomesnecessary. The pay load, with two-thirds fuel, is 1,000 lb. on floats and 1,500 lb. on skis. The cruisingrange is 600 miles under normal conditions. The Fokker is all-metal construction, fabric covered,with a three-ply wooden wing. The Fairchild is also all- metal, with wooden mainwing spars and metal ribs covered throughout withfabric. The Fokker wing is most unsatisfactory, owingto the effect of extreme tem- peratures on the three-ply.The Fairchild wing is excel- lent, as it folds. Propellersin use are the standard steel two-bladed type of variablepitch. Undercarriage shock absorption is ot the Oleotype in the Fairchild and Aerol in the Fokker. TheFairchild Co. supplement their Oleo gear with shock-absorbing ski pedestals for winter use. The axle isallowed to travel on metal slides, is confined to thepedestal by two large phosphor-bronze bushes, andis regulated by shock cord. This arrangement is most satisfactory, even in extreme temperatures when the Oleogear has ceased to work. Only the strongest and most efficient landing gears can survive the normal conditionsof a Canadian winter. What is Wanted The advantages of the high-wing monoplane are greatwhen operating on pontoons where there are obstacles above the level of the float gear. To approach a shore underunknown conditions the motor can be closed down, enabling the crew to use pole or paddle. Also foldingwings are an added security where there is no means of tieing down i« bad weather. The monoplane requires a minimum of rigging mainten-ance, an important fact in such extremely cold tem- peratures. The monoplane lends itself to repair and wrecked equip-ment can be salved and placed in flying condition more readily than a similar biplane.Following, are a few observations on the faults existing in the aircraft now in use, and also suggestions as to themain desirable features to be looked for in suitable air- craft. Reliability is of paramount importance for remoteoperations. A forced landing, especially in winter time, may be very serious. Therefore, the use of an untriedengine cannot be contemplated. Engine installations must provide every facility for servicing routine. The presentengine mount makes it very difficult to effect any adjust- ments to the rear of the engine. This may be all right innormal temperatures, but in sub-zero weather contact of the hand against metal results in frozen fingers. The instal-lation must permit of all parts being easily and quickly attended to. One well-known radial engine which operatedsatisfactorily on the main Continental airways, was, in spite of every effort, quite unsatisfactory in sub-zero tem-peratures. In the field engines must operate for 50 hr. at astretch without any attention other than oil changes and external inspection of engine and cowlings. The C. type450-h.p. Pratt & Whitney Wasp engine will run satis- factorily for 500 hr. without any attention other than anoccasional set of new plugs, valve tappet adjustments and the removal of the oil screen and petrol filters. Townend rings are not very satisfactory in winter owingto the difficulty of removal each time for pre-heating pur- poses. Satisfactory pre-heating is also delayed when ametal cowl lies between the engine and heater cover. The chief room for improvement lies in the aeroplane.Let us consider our pay load per h.p. The Fairchild 71.A weighs 3,750 lb. gross, and is licensed for 8,500 lb. all up,leaving a useful load of 1,800 lb., which gives us a pay load after allowance for fuel and pilot of not more than800 lb., or less than 2 lb. per h.p., presuming an engine of approx. 420 h.p. Machines are constantly overloadedto increase revenue, but this voids our insurance policies in case of accident. Surely it is possible to produce a high-wing monoplaneto carry a pay load of 4 1b. per h.p. under any normal conditions on floats or skiis, also being sufficiently ruggedto stand rough use. Pay load per h.p. is very important, as fuel from certain caches costs as much as 18s. per gall,laid down. 1153
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