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Aviation History
1935
1935 - 0571.PDF
MARCH i4< X935- FLIGHT. 279 , , favourable conditions a range of 1,000 miles or more i^Lahle on the short-wave installation. The weight, com- it wth dual-voltage generator, is 87lb The height, width P 1 Henth of the transmitter are 17m., 14J111., and 7£in., and "/the £ver 7in.. i3*ia.. andean of the Primarily for use in fighter aircraft, the ATR.3 is arranged 10-- s seat by the Bowden wire form of remote control. >r short-wave telephony, and the set is operated from th " ilot's seat by the Bowden wire form of remote control. Transmission can be made on any two selected wavelengths hchveen the range of 40 to 120 metres, a remote-controlled witch providing a means of changing over. The transmitter circuit employs five valves, including a master oscillator, and the output power is 20 watts ' The receiver is a five-valve superheterodyne, with one remotely operated tuning control. The normal power supply of both high- and low-tension current is taken from the dual- voltage generator. In good conditions the air-to-ground range on telephony is about seventy miles. The weight, complete with generator, aerial system, and remote controls, is 771b., while the dimen sions of the transmitter are nin. x i4£in. x7|in., and of the . receiver 7m. x i3fin. x 6|in. The ATR.4 is suitable for general commercial use, and also for military aircraft. It provides transmission and reception over a waveband of from 550 to 1,100 metres. The transmitter has a five-valve circuit, including a master oscillator to ensure stability, and the power output is 20 watts. The receiver, which has one tuning control, has one screened- grid H.F. stage, followed by a detector and a L.F. stage, all three valves being of the indirectly heated cathode type. Power supply is from a dual-voltage generator, which can also charge the aircraft lighting battery. The aerial system is normally of the trailing type, but on large aircraft a fixed aerial may be used. The air-to-ground range is 120 to 150 miles for telephony and 250 miles to 350 miles for C.W. telegraphy. The ground- to-air range of a first-class installation should exceed 150 miles for telephony and 300 miles for C.W. telegraphy. Complete with generator, aerial, etc., the weight is 741b., while the dimensions of the transmitter are uin. x i4^in. x 7$in., and of the receiver 7in. x I3fin. x 6£in. Another Standard installation, the ATR.5, provides com munication on telephony, C.W. or M.C.W. telegraphy over any two-to-one ratio waveband within the limits of 30 to 120 metres. It is, therefore, suitable for aircraft from which there is no necessity to communicate on the 900-metre civil wave length. This is often the case where long journeys over sea nave to be made, or in tropical countries where the longei wavelengths are subject to severe atmospheric interference. The transmitter is of the five-valve type, similar to the other Sir Malcolm Campbell's Record Our readers will join with us in congratulating Sir Malcolm Campbell on his achievement at Daytona last Thursday, when ne raised the land speed record to 276.816 m.p.h. His rebuilt "uebird is fitted with a Rolls-Royce Schneider type engine 01 3<3i litres. The previous record, which Sir Malcolm established on uwuary 22, IQ33| wag 372.108 m.p.h. On Thursday the J™-?", (southwards) was made at 272.727 m.p.h., and the Sir J?', Wafds) at 28l'°3° m-P-h-Ethvl 1 took over his own supplies of Pratt's racing werell wWch was used on this record. K.L.G. plugs wa« W? ^P'oyed. while the oil used in the successful attempt «as Wakefield's "Castrol." Money and the Air Tourist JaitaPvragraph in "The Outlook" page of Fltghl for have a'L31 r brou£ht to light the fact that other people thing simM f the "eed for travellers' cheques (or some- Thos font' °f sma11 denominations. For example, be cashed st now issue such che(iues for £2> and they may hotels anrl 1 -°Ver 3°.ooo correspondents, branches, banks, arraneemen( 11PP'ng °ffices throughout the world. Such an av«4e air + aS iTC Pointed out> is of great value, because the are Shut an 1 1 m°re °ften than not arrives after the banks Scheme shn '11 auCS before they open in the morning. Cook's Prevent thin£ P this difficulty, and at the same time tion of quantiV r"'bURbear of fl-ving> which is the accumula-. touri st carrier +eS °i dlfferent currencies which occurs when the Sevf ral count ••lers' cheq«es of £5, and has to pass through les ln the course of a day's flight. Standard outfits, and having an aerial output of 20 watts. The receiver is a five-valve superheterodyne, with one remotely operated tuning control supplemented by separate reaction and volume controls. A dual-voltage generator provides the power supply, or, as with other Standard sets, a rotary converter driven from the low-voltage lighting circuit of the aircraft, can be used, making possible operation of the installation when the aircraft is on the ground. Range is, of course, dependent on the conditions; as is well known, these may vary very considerably on short-wavelength working, but under good conditions over 1,000 miles should be obtainable. The weight, with dual-voltage generator, is 75 Jib., and the dimensions of the transmitter are nin. by 14^11. by 7Jin., and of the receiver 7m. by I3fin. by 6fin. The ATR.6, large installation of high power, is intended for use in commercial air lines which carry a radio operator who has direct access to his instruments. The transmitter, which is virtually two instruments in one, operates on any two-to-one wavelength range from 30 to 120 metres or on the medium waveband of from 550 to 1,100 metres. The circuit employs four valves, and the aerial output is 80 watts on tele graphy and 20 watts on telephony, both transmission and reception being possible on telephony, C.W. or I.C.W. tele graphy. For medium-wave reception one screened-grid H.F. stage is followed by a detector and a L.F\ stage, while for short wave reception an oscillator valve and a first detector precede this circuit, making it into a five-valve superheterodyne. Power is taken from a triple-voltage generator, the low- tension output of which is normally arranged to charge the aircraft lighting battery. On medium-wave working the air-to-ground range is about 200 to 250 miles for telephony, and 450 to 500 miles for C.W. telegraphy. Under favourable conditions a range of several thousand miles should easily be obtained with the short-wave transmission. The complete installation weighs 1051b., and the dimensions of the transmitter are 15m. by i8in. by gin., and of the re ceiver 7in. by 13J111 by 6|in. Lastly come two sets which can be dealt with very briefly. The ATR.7 equipment is virtually the transmission and recep tion medium-waveband part of the ATR.6 equipment. The complete installation weighs 981b., the dimensions of the trans mitter being 15m. by 12m. by gin., and of the receiver 7in. by J3|in. by 6Jin. The ATR.8 equipment is, in effect, the short-wave portion for both transmission and reception, of the ATR.6; the weight of the complete installation is 851b., and the transmitter dimen sions are identical with those of the ATR.7. C N C. Another scheme which would appear to have great value for air travellers is that which has been instituted by Aero- cheques, Ltd., of 33, Regent Street, London. This is a system whereby the holders are relieved of the necessity of carrying sums of money while abroad and changing this money into different currencies. Aerocheques are, in effect, vouchers which can be exchanged for service at any one of 3,000 different hotels in fourteen different countries. Moreover, arrangements have also been made at many places whereby the voucher may be used to defray the cost of transport to and from the aerodrome. The Loss of the Bristol Monoplane Everyone will sympathise with the Bristol Aeroplane Co., Ltd., and with Mr. T. W. Campbell, in the loss of the mono plane day and night fighter last week. The machine was one of eight designed and built by different firms for the day and night flying competition, and had been through all its test flights, piloted by Mr. C. F. Uwins, Bristol's chiei test pilot, who was entirely satisfied with it. Mr. "Jock " Campbell was asked to take the machine up for a flight, and when at a considerable altitude he extended the undercarriage and proceeded with his tests. Before be ginning a series of aerobatics, the makers state., he omitted to retract the undercarriage, and the machine got out of control. The pilot decided to jump out with his parachute, and made a safe landing. Reports that the machine caught fire in the air can be definitely denied. What may well have given rise to that impression is the fact that the monoplane was metal- covered, and light flashing on its skin might easily have bfen mistaken for flames.
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