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Aviation History
1935
1935 - 0313.PDF
FEBRUARY 7, 1935- FLIGHT. 159 SEA DRAGONS Commercial Aviation Good Performances for the DM. "Dragon" and "Dragon Rapide" when Fitted with Floats SFAPLANE variations of the D.H.84 ("Dragon") and the D. H . 8 9 ("Dragon Rapide") are now being produced, primarily for the Canadian market. In general, the designs are identi cal with the landplane versions, and the floats are of robust all- metal construction with sub stantial nose bumpers and rub bing strips. Since the rear spreader tube has been elimin ated there is a clear field for the use of a surveying or other camera mounted in the floor of the cabin. "Gipsy Majors" of 130 h.p. are, of course, used in the case of the "Dragon" seaplane and "Gipsy Sixes" of 200 h.p. in the case of the "Dragon Rapide" seaplane. The fabric covering is given special tection for water operation. The specification and performance figures are as follows: D.H. "DRAGON" SEAPLANE Weight empty, but including cabin lining, starters, navigation and cabin lights, battery and generator Crew Fuel (60 gall. ; 272,8 !) Oil Balance for cabin furniture and payload [If only 30 gallons (136,4 1) of fuel are carried, pavload and furniture can be increased to 1,275 lb. (580 kg)] Cruising speed at 2,050 r. p. in Take-off on glassy water and with no wind Rate of climb, sea level to 1,000 ft. (305 m) Climb to 10,000 ft. (3 048 m) Fuel consumplion at 93 m.p.h. 1152,9 kmjh) Range in still air Range with 30 gal. (t36.il) fuel The first D.H. "Dragon" seaplane in Canada. pro- THE " DRAGON RAPIDE " SEAPLANE 2,705 lb. 170 1b. 434 lb. 45 lb. (1 270 kg) (77,1 kg) (196,80 kg) (20,4 kg) 1,056 1b. (480 kg) 95 m.p.h. (152,9 kmlh) 30 sees. 600 ft./min. (182,9 m',min) 26 min. 12 gall./hr. (54,5 Ijk) 475 miles (761 km) 237 miles (381 km!h) Weight empty, but including cabin lining, starters, navigation and cabin lights, battery and generator Crew Fuel (80 gall.: 353,5 1) • ... Oil Balance for cabin furniture and payload [If only 40 gall. (181,7 I) of fuel are carried, pavload and furniture can be increased to 1,344 lb. (614 kg)] Cruising speed at 2,050 r.p.m. Take-off on glassy water and with no wind Rate of climb Fuel consumption at cruising speed Range with 80 gall. (363,5 I) fuel Range with 40 gall. (181,7 1) fuel Ceiling on one engine ... ... 3,330 lb. (1 510,5 kg) 1701b. (77,1 kg) 576 lb. (261,3 kg) 68 lb. (30,84 kg) 1,056 1b. (480 kg) 122 m.p.h. (196,:i kmlh) 28 sec. 800 ft./min. (243,8 mjmin) 19gall./hr. (86,3 //A) 510 miles (820,7 km) 255 miles (410 km) 5,000 ft. (1 523,3 m) ha Developments in the U.S. Among the hundred-odd recommendations made by the Federal Aviation Commission in their report to Congress were t«o that are likely to have interesting results. The first was that existing air mail rates should be revised and that all regular scheduled services should be available with payments fixed by the Post Office. The second was that preparation be made for regular airship and flving boat ser vices across both the Atlantic and the Pacific. Incidentally, Pan American Airways have been for some time running direct experimental mail services across the South Atlantic, using the special long-range Sikorsky S.42. Deruluft's Tragedy Since the company first started operations in 1921, Deruluft ve sustained no serious accidents, and the tragedy which overtook their Konigsberg-Berlin machine on January 31 only proves that even the f>est organisation and pilots cannot "rl>S sucteed in the face of the worst weather conditions. the cloud height at Tempelhof was a matter of a few hundred feet and the control, having other incoming machines to deal with, asked the commander, Westphal, a most ex perienced pilot, to return to Stettin. Flying in darkness and int vi machine had almost reached Stettin when it crashed t,;ii° • The eight passengers and the crew of three were killed instantly. h(» ?ember °f the staff of Flight was travelling in a Berlin- Han machlne shortly before the accident. Between cloudV" and TemI)elhoi> which was flown throughout in 0f th s' lce c°uld be seen to be forming on the leading edges the r)eW1in?S and flaPs- There appears to be little doubt that ditionsf machlne- u'hich had b«'n %ing under these con- could „;?rv.a ,longer period, became overloaded with ice and ^&m.uS at -•8afc height Wirtl minutes. ess communication machine was maintained until the last few Slowly But Surely There are now twenty-one licensed municipal aerodromes in this country, and seven other sites have been purchased. The " Saigon " in Service Flying on the Marseilles-Balearic Islands-Algiers line, the Breguet "Saigon " recently made its first regular flight. The route was covered in 3 hr. 45 min., against the scheduled time of 5 hr. 45 min. A newer model, with supercharged engines which will give it a higher top speed, is now undergoing tests. Incidentally, Air France carried 50,511 passengers, 1,347 tons of goods, and 220 tons of mail during 1934. The New Radio Stations Six new D/F wireless stations of the mobile type are to be put into operation this year for use by internal air lines. In addition, a few new permanent stations will be erected. The first of these will be at Heston and designed to relieve the congestion at Croydon, while there is also to be a station in the Channel Islands. Meanwhile, the new D/F station for radio telephony has been completed at Pulham, and that at Lympne will shortly be ready. New equipment is to be provided at Croydon for use while aircraft are being landed during "controlled zone " periods. The radio beacon at Croydon is being modified to operate on the aural principle so that normally equipped machines may make use of it. In due course, therefore, there will be seven direction-finders and transmitters and one beacon for use on the Continental airway. The new trans mitter for weather broadcasts, to supersede that at Heston, will also be ready quite soon. As a direct result of these developments applications can be entertained by the Air Ministry from ex-airman wireless operators, and these should be addressed to the Secretary.
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