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Aviation History
1940
1940 - 0984.PDF
APRIL 4, 1040 Some tairly ancient Fokkers were used on inland work. The upper picture shows some ot them in the snow. In the lowerphotograph is one of the Swedish machines chartered from A. B. Aerotransport for operation between Kastrup and Marslev. sengers and 40,500 kilos ot luggage were transported between Copenhagen and Marslev alone. On the Aalborg route 3,000 passengers and 21,500 kilos of luggage were transported. However, not only passengers and their luggage were carried. During the month of February the provincial routes alone transported 492,000 kilos of mail and freight. Also the routes for abroad were kept very busy and almost every day extra planes had to be put on for Amsterdam, London and Berlin. Several times extra machines were sent to Copenhagen solely with freight which it had proved impossible to accommodate in the ordinary planes. During the busiest days about 500 passengers were transported by these internal routes only. Many of these were thus forced by necessity to undertake their first trip by air, which in practically all cases agreed very well with the passengers, and consequently proved an excellent advertisement for the Danish Air Lines. "It is an ill wind "—etc. SAFETY FUEL INCREASING attention is being paid to the production of asafety fuel which will eliminate or at least reduce con-siderably fire risk, and three papers were given on this subject at the 1940 annual meeting of the Society of Auto-motive Engineers held at Detroit in January. Dr. Haskell, of the Texas Co.. said that an alkylated form of safety fuelhad been used in test engines with direct cylinder injection and that no diflerence had been found in power and efliciencyas compared with other high octane fuels. An alkylated fuel is one with certain '' types of hydrocarbons containing alkylside chains." and it has been known for some time that com- pounds of high anti-knock value exist above the gasoline boilingrange. The problem is therefore largely one of producing these compounds in great quantity and at a reasonable price, hesaid, and production facilities are in operation or contem- plated with a capacity of 200 million gallons per year. Aromatic-type fuels, too, can be used as safety fuels, it wasrevealed by W. M. Holaday, of the Socony-Vacuum Oil Co. Safety fuels made by the recently introduced catalytic crack-ing method contain about 30 per cent, aromatics and have an octane number between 85 and 100. Their calorific value isijf or 2 per cent, lower than purely parafflnic fuels in the 300 to 400 deg. F. boiling range As aromatic content increases, octane number also increases, but "lead response" (rise in octane number with addition of tetra-ethyl lead) diminishes and this is an important matter. The paper given by Ellis and Sweeney, of the Standard Oil Development Co., indicated that, while the aromatic types would be available from selected crudes, the paraffinic safety fuels will ot necessity be completely synthetic and will have calorific value 6 or 7 per cent, higher than the aromatics when compared on a weight basis. They confirmed that there appeared to be little diflerence in performance. Cold-weather starting may, of course, be a problem wjth these fuels which derive their safety from low boiling point and low flash point and cost is going to be an important factor. Major Doolittle, of the Shell Oil Co. stated that safety fuels of 100 and 95 octane number cost 50 and 30 cents a gallon respectively. Research work done by the N.A.C.A. showed that a safety fuel derived by distillation between 325 and 425 deg. F. had a flash point of 115 deg. F., and caused an appreciable reduction in fire hazard. In a single-cylinder test engine it gave a similar performance to gasoline oi tne same octane number.
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