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Aviation History
1944
1944 - 2269.PDF
NOVEMBER 2ND, 1944 FLIGHT \ 48 r vA-*' New Martin Transport High' and Low'iving Versions with Tricycle Undercarriages i Rapid Passenger/ Freight Con' version a Special Feature •UnWIHHMMAMgyuw \£jZ2rj ASHORT-RANGE, 30-passenger, twin-engined, post war transport designed specifically to meet require ments set up by the Air Transport Association of America has been announced by the Glenn L. Martin Com pany, Baltimore, Maryland, which has submitted pre liminary data and drawings, together with a complete engineering study to the Association's Aircraft Require ments Committee and to the airlines. Designated the Martin Model 202, the new aircraft fea tures unique provisions for rapid conversion from passenger to cargo or combined passenger-cargo service. The pre liminary designs also provide for both high- and low-wing versions, alternative power plants, alternative seating arrangements and a choice of three wing loadings to meet various airport requirements. Above) The low-wing version of the Martin 202, and (left) the same aircraft in high- wing guise, giving the advantage of a low loading-level for handling freight. A tricycle undercarriage is common to both. The three basic models—the 202-ri and 202-12, low- and high-wing versions designed around the 1,600 h.p. Wright Cyclone engine, and the 202-15, similar to the 202-n but designed around the 1,500 h.p. Pratt and Whitney '' Double Wasp'' engine-—meet all A.T.A. requirements for what is known as an A-1 class transport except the size of airport from which they must operate. Here it was found that the most economical specification had a wing loading which required a 3,250ft. runway at sea level. However, with slight modi fications, the 3,000ft. runway requirement can be met at a very small sacrifice in operating cost, while models designed to operate from both 2,900ft. and 2,500ft. run ways were included as alternative versions. The basic models of the 202 are designed to operate over a 500-mile range at a cruising speed of 250 m.p.h., or nearly 40 per cent, greater than that of present-day stan dard airliners, carrying the same crew—pilot, co-pilot and stewardess—and 40 per cent, more payload than contem porary transports. Passenger- and cargo-handling facilities in. the 202 include two large hatches—one forward and one aft—at lower than truck height; a movable bulkhead or wall which slides back as seats are removed to separate cargo and passenger compartments, thus varying the size of each compartment according to the number of passengers and amount of cargo available for each trip (standard cargo tie-down fit tings permit a complete conversion in 20 minutes or less) and specially designed demountable seats, the backs of which may be folded back against the fuselage wall as protective padding during cargo operations, with cushions stored in the overhead hat racks. As an added convenience for passengers, a compartment for hand luggage is included just inside the entrance so that air travellers can bring their own bags aboard and have them available throughout the flight. Both high- and low-wing designs have been prepared, the former offer ing better passenger visibility, ease of loading and unloading and reduced ground time, while the latter provides shorter landing gear and reduced weight empty. In both cases tricycle landing gear provides added conveni ence in loading and unloading, and a level floor at all times. SIMPLE DIVI SION : An adjust able bulkhead, claimed to be unique, provides for variations in cargo and pas senger space as required on any flight. Built-in cargo ties are rovided, and compete conver sion f*pm passen- rgo takes nly \o min.
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