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Aviation History
1936
1936 - 1353.PDF
554 FLIGHT. MAY 21, 1936. We are, generally speaking, in favour of two engines, but public opinion demands four, and the added safety factor swings the balance back to the four-engined type. It is essential that height should be maintained with full load at 3,000 ft. with half the engines stopped. It is also essential that higher-compression engines should be used. By using such engines and 87-octane fuel, an increase in power of at least 10 per cent, is obtained. Tanks should accommodate sufficient fuel for a non-stop flight of 500 miles, or with alternative arrangements for 1,000 miles. In the matter of details, there are several important aspects affecting passenger comfort. As regards heating systems, up to date we have found that air heated by the exhaust pipe has proved most satisfactory, but it is under stood that electric heating systems are being introduced which are also very satisfactory. Electric systems may, how ever, be a disadvantage to radio and compasses. Particu lar care should be taken to ensure that all doors and windows should be as air-tight as possible. The Pilots' Instruments In the cockpit full dual control must be provided. Com passes (two) must be placed in the best position magnetic ally. Flying instruments should be mounted on a separate board, distant from the pilots' eyes about i8in. to 22m., and as high up as possible. It is realised that it would be impossible to mount them on a level with the pilots' eyes, which is ideal, but I think it will be found possible to mount the top instrument, which should be the directional gyro, about dead level with the pilot's chin. This instru ment should be mounted exactly in front of the pilot, immediately underneath it should be a stand-by turn-and- bank indicator. Beside the directional gyro, on the right, should be the artificial horizon, and on the left side, reasonably near, and on the same instrument board, there should be an air-speed indicator and a sensitive altimeter on the right. A fore-and-aft level should be mounted somewhere on the same board. These are the most important instruments, and, having mounted them in the positions stated, a single set of engine instruments can be mounted where they can be best seen and most conveniently fitted. This applies to the left- hand side, or captain's seat only. A similar board should be mounted on the right, containing an ordinary turn- and-bank indicator, fore-and-aft levels, A.S.I., and altimeter. These, briefly, are the essentials for the cockpit: Good vision, especially when landing and in the tail-down posi tion ; airtight and watertight windows (though a portion should open to give the pilots vision ahead in bad visi bility) ; flying instruments mounted as stated ; accommo dation for maps, papers, etc., and a table for the map ; throttles mounted centrally, and brake levers on control columns. Cockpits must be efficiently heated. A drift indicator is also essential to D.R. navigation, and, I think, should be incorporated in the design of the machine. Radio Equipment As no airline machines operate without wireless, it is essential that this should be designed into the machine. A space for the main set should be found well away from the compass and also away from the L.T. and H.T. leads to minimise interference. In addition, space must be pro vided for a small stand-by receiver, shelves for wireless spares, and a collapsible table for the operator. This means, of course, a complete wireless room, and it is quite essential that all wireless gear, winches, switches, meters, etc., be removed from the cockpit. Telephones between the pilot and wireless operator must be provided. A condition of purchase should be the supply with machines of a complete set of drawings for use in the company's own repair and overhaul sections; also a full price list of spares. TOO-HIGH COSTS Capt. G. Birkett Speaks from Long Ex perience as a Charter Operator JUDGING from my own experience, I would begin by saying that although the number of passengers carried has slowly increased, the cost of operation has tended to increase also, particularly since the too-optimistic view of the future of commercial aviation has loosened more capital and, consequently, more competition. This, in turn, has created a shortage of trained per sonnel ; and added to this is the fact that the country is at last alive to the necessity for a large Air Force, so the supply of trained personnel from this source is now very restricted. My experience is that the cost of operation of aircraft is far too high to allow operators to charge a reasonable fare and make a profit. Regard must be had to the other difficulties that beset operators, such as restricted business during the winter months, cancelled and incompleted flights owing to adverse weather, lack of suitable aerodromes, and international restrictions and regulations. One of the chief reasons for the high cost of operation is the high initial cost of aeroplanes and equipment. This, in turn, makes the insurance, depreciation, and cost of spares too high. Therefore, manufacturers must produce less expensive aeroplanes. Speed I place next in importance for consideration, as high speeds give more pay-miles per hour. It is the chief advantage that aviation has to offer. Safety, which is, of course, important, involves several questions. One would obviously choose two engines instead of one, provided that the machine could climb on either with a full load, but for the fact that one's operating costs are nearly all increased. The pilot's view is also of importance in this respect, and for single-engine machines I prefer a high-wing mono plane to anything else. A low landing speed is very help ful in the case of restricted visibility, although this will lose some of its importance when large aerodromes are more plentiful. The take-off run will also be of less im portance as aerodromes are improved. The passenger's comfort has been well provided for in most modern aeroplanes, but small machines are still very noisy and considerable improvement could be made in this respect. Wireless, which is steadily becoming a necessity for all commercial machines, should be made easier to work by the pilot operating the wireless himself. Manufacturers should screen all aeroplanes that are likely to be used for commercial purposes. Despite my past disappointments I still look forward to the day when manufacturers, freed from Air Ministry control, produce an aeroplane at a reasonable price ; when the tax is taken off petrol used for aviation ; when no restrictions—national or international—are placed or» flying at over a certain height above prohibited areas (we can then go from A to B in a straight line); and when all towns have large aerodromes, properly equipped to allow blind landings and night flying. Then we shall see the development of commercial air service. May it be soon!
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