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Aviation History
1934
1934 - 0320.PDF
FLIGHT, APRIL 5, 1934 AVRO 642 COMMERCIAL MONOPLANE Two Armstrong Siddeley "Jaguar" engines giving 460 h.p. each, at 2,000 r.p.m. DIMENSIONS Span of wing . . Height overall. . Length overall Wheel track . . Engine centres. . Mean chord Aspect ratio Incidence Dihedral Main plane with ailerons Ailerons, total Tail plane and elevatorsFin Rudder ft. 71 11 54 15 17 10 m. 36 610-5 07-6 AREAS 6-96 to 10 deg. l-5deg. sq. ft.728-0 44-687-5 14124-8 [21,72) ( 3,51) (16,61) ( 4,85) ( 5,18) ( 3,24) (67,63)( 4,14) ( 8,13)( 1,31) ( 2,30) WEIGHTS 600 miles (965,61 km) range lb. kgTare weight . . . . 7,360 (3 338,44) Radio equipment . . 90 ( 40,82)Crew, two . . . . 340 ( 154,22) Fuel 194 gall. (881,911) 1,494 ( 677,67)Oil 14 gall. ( 63,641), 136 ( 61,69) Passengers, twelve, 1,920 (870,89)Baggage, etc.. 450 (204,41) Pay load Gross weight 350 miles (563,27 km) range lb. kg 7,360(3 338,44) 90 ( 40,82) 340 ( 154,22) 112 gall. (509,151), 862 ( 391,00) 8 gall. ( 36,371), 78 ( 35,38) sixteen 2,560 (1 161,19) 500 (226,80) .. 2,370 (1 075,01) ..11,790 (5 347,64) 3,060 (1 387,99)11,790 (5 347,64) Maximum permissible weight :" . LOADINGS AND Wing loading .. Power loading .. . . Ratio of gross weight to tare weight PERFORMANCE Maximum speed at sea level Maximum speed at 5,000 ft. (1 524 m) Maximum speed at 10,000 ft. (3 048 m) Stalling speed 11,8001b. [5 352,37 kg) RATIOS .. 16-2 lb.'sq. ft. . . 12-8 1b./h.p. . . 1 -60 to 1 m.p.h. ktnjh.. 160 (257,49) .. 154 (247,84).. 149 (239,79) 64 (103,00) (79,09 kg/m2) ( 5,80 kgjhp) Cruising speed, 1,900 r.p.m. at 1,000 ft.(304,8m) 135 (217,26)Best climbing speed Best gliding speed •. •:_ -.-.-'.' ,.:- •'.•*•:»•.-.Best gliding angle . . . . Everting High Speed Figure. . Ratio of maximum speed to stalling speed Take-off run, wind 5 m.p.h. (22,35 m/sec) . Landing run, wind 5 m.p.h. (22,35 mjsec) .Service ceiling Rate of climb at sea levelClimb to 1,000 ft. (304,8 m) Climb to 5,000 ft. (1 524 m) Climb to 10,000 ft. (3 048 m)Fuel consumption 43 gall./hr. (195,48 1/h) at 135 m.p h, (217,26 kmjh) at 1,900 r.p.m. at 325 h.p. per engine. 94 (151,28)85 (136,79) 1 in 9-3 . . 22-05 .. 2-5 to 1300 yd. (274,32 m) 270 yd. (246,89 m)15,500 ft. (4 724,4 m) 970 ft./min. (4,93 mjsec)1-2 min. 6-4 „.. 16-6 „ This side view shows the ample window area provided for the passenger cabin which makes the inside particularly light and airy. (FLIGHT Photo.) lull length, each side, of the cabin. The pilots' cockpit is separated from the main passenger cabin by a bulkhead and door, so that all draught is excluded, and the passenger cabin may, in cold weather, be adequately heated by the heat- ing system, consisting of a hot air supply from a jacketed exhaust pipe. The pilots' cockpit is well arranged, with full dual flying controls, centrally placed engine and wheel brake control levers and, a point which is not so common, the tail trimming wheel is fitted to the side of the throttle control lever mounting, so that either pilot can get at it easily. The usual range of instruments were on the dash- board, but, as in all large aircraft, this is a matter which differs with each owner.. The windows around the pilots' cockpit are adequate in so far as forward and side view goes, but we felt that they could with good effect have been made deeper, especially in front. With the seats as they are, the unglazed part of the roof came too low for our liking, with the result that we were constantly bending down to in- crease the upward view. For the same reason we should have liked to see more cellon or glass in the cockpit roof. There was only one round cellon panel, which was hardly sufficient for absolute comfort when circling in to land. Possibly the model we tried was not completely finished, but as we saw it there was no provision for the pilot's maps, gloves and other small etceteras. No doubt weight and cost have to be cut in every way, but it seems a pity that the pilot should not be made really comfortable, because although he is non-productive as regards revenue, he has, after all, in this case the care of six- teen people on his hands. The wheels and wheel brakes are the latest Dunlop types, and the latter make handling the 642 on the ground a simple matter. The central control lever, regu- lating the air pressure supplied to the brakes, is handily placed just below the throttle levers, and the pressure gauge unit is on the dashboard in front of the left-hand seat, where the chief pilot normally sits. (The Dunlop brakes were described in FLIGHT for June 24, 1932, page 579.) Each " Jaguar " engine is fed from an individual fuel tank of welded aluminium —normal capacity 97 gall. (440 I)—by 320
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