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Aviation History
1938
1938 - 0974.PDF
344 FLIGHT. APRIL 7, 1938. u. o I/I a. Z m < 32 28 24 20 16 12- 8 4 0 0 .4OOo\ 8000 .10000 .12000 14000 .16000 18000 20000 ^22000 -240O0, -FEE 1 riTUDE - iN T A L APPA R i 400 0 800 0 CABIN P 1 J tESSURE •*> 1200 0 11 470 0 •A. • 1600 0 1900 0 s • 2000 0 2400 0 ACTUAL ALTITUDE-FEET "Supercharged" cabin pressure in relation to atmospheric pressure at various altitudes. advantage during ascents and descents. By merely arranging the proper setting on pressure regulating controls, the crew can bring tiie Stratoliner from an altitude of 15,000ft. to sea level at the rate of 565ft./min. without discomfort to passengers, because the cabin pressure changes only at the rate of 300 ft. /min. This will mean a substantial time saving. The cylindrical walls of the Stratoliner's cabin, inclnding windows, doors, and fittings where controls pass through the shell, are constructed to withstand a pressure difference of 6 1b. /sq. in between inside and outside air. The machine will be operated, however, at a pressure difference of only i\ lb./sq. in., which is sufficient to keep the "apparent cabin altitude" at 8,000ft. at a height of 14,700ft., and "at 12,200ft." when 20,000ft. high. Fresh air, drawn through the leading edge of each wing, is compressed by two engine-driven superchargers and circulated throughout the cabin after being heated by means of freeze- proof condenser-type steam radiators. Either of the two fully independent sets of supercharging and heating apparatus can handle the entire job alone. Spent air is discharged through an exhaust chamber below the floor. The entire system operates automatically with the same ease as a thermostatically controlled home air conditioning and heating system. Controls for hand regulation are also pro- vided. An automatically controlled fresh air supply sufficient for 40 persons is furnished by the blowers. The air is conducted directly into the cabin ventilating system, so that individually controlled ventilators at passenger seats supply the same '' con- ditioned air" as do the general circulation vents. The circular section of the fuselage was chosen because it is Lord Swinton at Speke Shadow Factory LORD SWINTON, Secretary of State for Air, devoted arecent Saturday to a visit to the huge new Rootes air- crait shadow factory at Speke, near Liverpool, afterwards returning to London by air. Lord Swinton was received on arrival by Mr. R. C. Rootes, deputy-chairman of Rootes Securities, Ltd., Sir Alfred McAlpine, of Sir Robert McAlpine and Sons, Ltd., the con- tractors who have been responsible for the construction of the factory; and Mr. A. A. Rowse, M.I.M.E., M.I.A.E., general manager of the factory, who conducted him round the major part of the plant. He investigated the factory layout, its equipment and the methods employed in the production of the Bristol Blenheim medium bomber. The main erecting shop alone is a quarter of a mile long and covers an area of about 14 acres. the most practical shape for a pressure cylinder and at the same time is advantageous aerodynamically. Semi-monocoque con- struction is used, with Alclad aluminium alloy skin covering on Z-section rings and longitudinal stiffeners. The low cantilever wing is of the typical Boeing truss and stressed-skin type. Wing covering consists of smooth Alclad skin over aluminium alloy corrugations. Fittings are of high strength steel. The flaps and undercarriage are electrically operated. A new semi-monocoque construction making for quick detach- ability of the engines is used for the nacelles. The four Wright GR-1820-G102 Cyclone engines (in the 307) drive three- bladed Hamilton Standard Hydromatic airscrews, of the con- stan.l-speed, iull-feathering type. Fuel tanks with a capacity of 1,275 U.S. gallons are installed in the inner-wing sections. Additional tanks may be fitted to increase the capacity to 1,700 U.S. gallons. There are no fuel pipes within the fuselage. The Stratoliner has a span of 107ft. 3in.; a length of 74ft. 4in.; and an overall height of 17ft. 3m. Immediately aft of the cockpit in the nose is the men's dress- ing room, and behind this is the main passenger cabin, the right side of which is divided into four travel compartments, each containing Davenport-type seats for six passengers. Each compartment makes up into two sets of upper and lower berths at night. Along the left side of the cabin are nine reclining chairs. Aft of the passenger section is the women's dressing room on the right and the galley at the left. There is a pressure bulkhead just aft of the galley. Passengers enter the cabin through a side door, the crew having a separate entrance to the cockpit from below. Cargo is loaded into the hold through this lower doorway. BOEING 307. Four Wright GR-1820-G102 Cyclone Engines. Maximum speed on 3,600 h.p.Cruising speed on 2,500 h.p. Cruising speed on 2,160 h.p. Cruising speed on 1,800 h.p. 69.5% power) 2U m.p.h. at 6,000ft.215 m.p.h. at 10,000ft. 202 m.p.h. at 10,(H>0ft.184 m.p.h. at 10.000ft 1,040ft. 1,900ft. 60% power). 50% power) Take-off distance at sea level at 4,400 h.p.Take-off distance to clear 50ft. obstacle Take-off distance to clear 50ft. obstacle on anythree engines after failure of one engine 1,200ft. from start 2,700ft.Landing distance to stop over 50ft. obstacle ... 2,300ft. Service ceiling with four engines ... 23,300ftService ceiling with any three engines ... ... 18,200ft. Absolute ceiling with any two engines 10,500ft.Absolute ceiling with any two engines at 36,000-lb. gross weight 14,200ftInitial rate of climb with four engines at 840 h.p. each at sea level l,250tt./min.Initial rate of climb with three engines at 840 h.p. each at sea level TOOft./min.Initial rate of climb with two engines at 840 h.p. each at sea level ... nf^Si™^Specific fuel consumption 0.44 lb./b.p./hr. Range with 7,000-lb. (3,180-kg.) payload at nwii-mum gross weight and with standard equip- ment, furnishings, de-icers, radio, food,water, bedding and 1,275 gals, fuel: Optimum cruising—average speed 150 m.p.h.(242 km.p.h.) 1,950 miles. Cruising at 50% poweror 1,800 h.p.—184 m.p.h.(2ttC km.p.h.) 1,750 miles. Cruising at 80% power or 2,160 h.p.—202 m.p.h.(325 km.p.h. . 1,600 miles. Cruising at 69.5% power or 2,500 h.p.—215 m.p.h. (340 km.p.h.) 1,475 miles. Range with 9,750-lb. (4,420-kg.) payload at maxi-mum gross weight and with standard equip- ment, furnishings, de-icers, radio, food,water, bedding and 850 U.S. gals, of fuel: Cruising at 184 m-p.h. 1,150 miles.Cruising at 202 m.p.h. 1,050 miles. Cruising at 215 m.p.h 975 miles. Sabotage '"PI IE instances of sabotage which recently occurred in aircraft i- factories were reviewed in a written reply by Lord Winter- ton, Chancellor of the Duchy of Lancaster, last week. " Since the case of malicious damage which occurred at the Ringway aerodrome last month" (the reply states) there have been farther instances at the Stockport factory, -ine damage, which was discovered between March 19 and 22, was to the electric wires installed in four Battle aircraft. One 01 these aeroplanes was due for delivery to the Royal Air r-oroe and the other three were for Belgium. A further case 01 severed wires to an aircraft due for delivery to the Koyai A" Force was reported by the Supermarine Aviation Company di Southampton on March 17, and a similar case by the Armstrouj, Whitworth Company at Baginton, near Coventry, on Marcn w- Police investigation is actively proceeding in each case. "All aircraft manufacturers have been made aware on" problem and all practicable precautions are being taken.
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