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Aviation History
1943
1943 - 0968.PDF
394 FLIGHT APRIL 15TH, 1943 AIR TRANSPORTS of operating those services. One advocates the use of small fast types operating a frequent service, as opposed to larger and possibly, though not necessarily, slower types working an infrequent service. If we subscribe to the belief that a fast, medium-sized twin-engined type maintaining a moderately frequent ser- vice is an attractive compromise, we may-well go further and endeavour to visualise such a type. That shown in Fig. 1 comes within a category which would meet the requirements adequately and efficiently. It is a conven- tional and practicable layout reflecting a modern tendency in general design, and featuring modest internal appoint- ments. Passenger comfort is of paramount importance, and the degree of luxury should be consistent with the travelling time. There is absolutely no need to overdo the business, as has been the wont of some American airline concerns. The fundamental requirements are: roomy comfortable chairs; good ventilation ; cabin heating; sound-proofing to the level of, say, 60 decibels; and the usual toilet accom- modation. The modern idea, however, favours the four-engined type for ranges of this order, though this is something of a basic fallacy since two modern power plants can comfortably maintain the required power output for services of this sort. Furthermore, a forced landing would see a four- engined machine more seriously handicapped than its twin- • engined counterpart, particularly where small fields are concerned. Bomber Adaption It is unlikely, however, that the immediate post-war years will produce anything resembling the design in ques- tion. More probably we shall see the wings, undercarriage, and empennage of an existing type adopted to an entirely new fuselage. This woujd greatly facilitate production and appreciably reduce the otherwise considerable time lag inevitably associated with the development of any new aircraft. After the war, the transport by air of really heavy mer- chandise will be one of the added facilities of our improved communications. Here, perhaps, more than ever before, will it be necessary to subordinate aerodynamic efficiency to practical requirements, and the corollary is that speed will be sacrificed to load carrying capacity. Simply and briefly, there is a broad distinction between present-day fuselage design^and that which future needs DATA Engines: Fourofl.OOOh.p.ea. Wing area - - 3.000 sq. ft. Weights Structure - - - Undercarriage Power plants Fuel - - - - • Oi! - - - - Crew (3) Pay load Gross Weight - Wing loading - Power loading Ib. - 42,000 - - 7,000 - 16,000 - 13,200 - - 1,200 - - 600 - - 40,000 - 120,000 401b./sq.ft. - ISIb./h.p. Performance Max. speed - - 226 m.p.h. Cruising speed - 19D m.p.h. Still-air range - 1,000 miles Fig. 2. Heavy freight transport typs. Fig. 3. Rear-loading arrangement of machine shown in Fig. 2. will demand. If, for a moment we pause to realise that something like one-third the length, that at the rear ex- tremity of a modern fuselage, cannot be used for load- carrying purpose, we have an obvious example of the need for modified design. The metamorphosis would be influenced mainly by the general bulk of whatever commodities were to be carried, but it would follow that unless an aircraft were per- manently engaged in carrying the particular form of cargo for which it was expressly intended it would occasionally fall short of its maximum operational efficiency. On the other hand, the, final overall dimensions had been settled, a fuselage could be deprived of internal obstructions to such an extent as to render it capable of accommodating well- nigh anything whose rectangular proportions were slightly less than its own. In other words, weight must be assessed in terms of bulk. A Freight Transport In Fig. 2 a design is laid down for a heavy freight trans- port equally suited by virtue of its commodious interior to the carriage of moderately heavy military equipment or general merchandise. To strike a topical note, its func- tion has been defined primarily as that of a tank transport, a type now conspicuous by its absence, in this country at least. Loading is from the rear and a ramp is incorporated. Aerodynamically, it leaves a lot to be desired, but this is the avowed intention. What does matter is that most of the load is concentrated about the e.g. with a minimum waste of space at the rear and only the slightest of gradients to contend with in loading. Tanks would drive in under their own power, and a stipu- lated roof clearance would facilitate entry and egress for personnel climbing on top of the vehicles. Hig-h-altitude Mails In anticipating a future era we will need to take into consideration the possible trend of events at that time, though it would be foolhardy to attempt an accurate pre- diction. One thing we may safely esti- mate is that the Airgraph service will have become permanently established and entered into universal use. This would mean that one ton of pre-war ;z^^~r~^ mail would be contained within a much smaller compass and, broadly speaking, the pay-load of our aircraft need be little more than that of the Mercury, which was about the nearest we ever got within the medium size fast -mail aircraft category. Our specification will therefore call for— 1. Cruising speed not less than 375 m.p.h. at 26,000ft.; 2. Still-air range of 3,000 miles; 3. All-up weight not to exceed 30,000 1b.; 4. Pay load to be not less than 2,000 lb.; * 5. Crew of two (pilot and radio operator) ; 6. Standard duration at cruising speed 8.25 hours; 7. Not more than two engines to be used.
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