FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1945
1945 - 0133.PDF
JANUARY ISTH, 1945 FLIGHT 73 AIR-ACE EDUCATION direct travel, but it has extended the sphere of human activity to a new element. Since this element is not regional, as are waterways or sea lanes, but universal, it will permeate and determine our future civilisation more generally than any other technical innovation since the development of the wheel. If our educational system ignores this fact, it will com- mit the mistake of producing a generation which is not aware of its own potentialities, and which, therefore, will be outpaced, outflown and out-traded by others more vigilant. Many of the suggestions noted here are not original. Many people in this country are already alive to the need of a wide policy of air education Across the Atlantic, however, considerable efforts have already been and are being made in this direction. One has only to glance through a list of current American publications to realise with what drive and vigour they are launching their " air- conditioning " campaign. Even if these efforts are prompted by a desire to build up a potential clientele for the vastly expanded American aircraft and airline in- dustry, that does not discredit them in the slightest, nor deprive them of their significance. So much more credit, indeed to the men in American aviation who have enough vision to realise that the future of air transport and the prosperity of their nation will not be exclusively deter- mined by old-established methods, routine procedures, and the occasional publication of prosaic memoranda by men long trained in the art of discreet and cautious approach. Not even cheaper rates, faster services or proud traditions will ensure the future of air transport and commerce; it needs a new, young and dynamic approach. CIVIL AVIATION NEWS PLANNINGT HE Portuguese Director of Civil Aviation has approved ascheme to build a great international airport at Faro, on the Portuguese South Coast in the Bay of Cadiz. d: NEW YORK TURN OVERT HE New, York La Guardia airport handles daily 200domestic air service aircraft and 20 to 30 transatlantic airliners.It is expected that the daily total will soon surpass the peak figure of 248 flights reached in autumn, 1941. U.S. RESULTS "PASSENGERS carried by 14 domestic American airliners-C during 1944 totalled 3,658,140. Excluding strictly mili- tary tonnage, these airlines .also carried 62,133,104 lb. ofexpress and have flown in transport of air mail 85,803,300 lb./miles.These figures represent record achievements despite ttfe fact that the airlines had to operate with limited equiprn/nit, andbetter results are expected in 1945. CANADA'S NEWEST'AIRlA NEW four-mile-square airport has been caftpl^ted by theUnited States Army outside Edmoi|t9jy for qse by the United States, and to be turned over to $atjfida ;aft£r the war.The airfield is ten miles from Edmoni&sJrand is/said to be capable of handling the large|<r*8ttrcra£^ being/built or to be builfc' \ f3S. -'"Au f / Two runways are 7 jto«f1J<3|t<16neuf and Jfoe airport hasnothing higher than farmers' -barns ojf.its teX-mile approaches. The fiela went injtoNpperation wt the,**end of Novemberafter more than ;a^Hsr o£ouildiri|^incL<$'as only taken off the secret\list .<Sarly\ ir December. It i»'"*being used in part forhandliag Lend-Lease aircraft fl^og'to Russia. It is operated by. the^United States Army Air Force.fedmoljton has in additiqn*"fo this field also one of the large municipal airports on^Jtle continent and a Royal CanadianAir Force base. CjMfently Edmonton claims to be the byftest air centr»~4e»Ga*nada, with largest volume of air traffic,are now being studied to allow Edmonton to ret»h this position as a busy air traffic centre in the-pest-w^r CANADIAN SURPLUS SAL1W AR ASSETS CORPORATION, Canadian/Governmentestablished company, has sold 309 jjurplus. Royal Canadian Air Force aircraft, one Lin| .trairier^nd an kmountof spare parts and aeronautical eaaitptfient.jf / Top price? were paidl for ^0t%£nFp-a-nJp>oose ajnphibianseach f«£pJrfng $35,000. tejie^^rTolEcujPor, and*"the other to a transport company\u t^a-nada. \A^?eechcraft was soldto a commercial airliaainCanada for 1^0,500, and five Lock- heeds were wold.^nin aVerage price of $15,000 each.Nearly half off fehe^ 185 trainers sold wrll be "cannibalised" and us?S-#dr\replacement parts Most were sold to purchasersin MeYico, Brazil, Ecuador, JPeru and in the British West Indies.\ As the type is no longer manufactured in theDominion, and with spares, and replacements not available, their value and usefulness in Canada had greatly diminished.Although not specified in the Telease, they are likely to be Fleet elementary trainers and some de Havilland Moths. AMERICAN EXPORT AIRLINES A MERICAN Export Airlines have resumed commercial opera-•li- tions on their transatlantic route. On December 31st their contract with the United StatesNavy Air Transport service expired, but all location remains with the U.S. Navy priority board, which has the first call forall space. Any aircraft spare space, "however, will be allocated to non-priority passengers and freight. CO-ORDINATIONA LL Argentina's military and civilian aeronautical activitieswill be concentrated under an aeronautical general secre- tariat directly responsible to President Farrell under a newGovernment decree. Commodore Bartolome de La Colina has been appointedAeronautical Secretary, with the status of Minister of State. _ COMMONWEALTH UNITY CLOSER air co-operation between members of the BritishComiuonwealth is gradually emerging as a result of talks conducted after the Chicago Conference at Montreal andLondon. . Following the recent creation of an interim CommonwealthAir Transport Council, the setting-up of a permanent Common- wealth civil aviation body is envisaged for the immediatefuture. . , PAN AMERICAN'S TYPESS OME of the specifications and operational data of PanAmerican Airways 149-passenger "Type 10" aircraft, which would be used in proposed long-range over-water nights,have been released. Following are the specifications for the "Type 10" andcomparisons with the DC-7, the Lockheed Constellation, DC-6. and DC-4 :— Gross weightPower take-off NormalCruising speed Passengerscarried Cargocapacity CrewCost Operatingcost per available ton mile2,000 (Eire^New-foundland) 2,5003,000 3,500 TYPE 10 184,000 lbs.14,000 h:p. 11,200 h.p.288 m.p.h. at 64.3% of h.p. at25,000ft. 149 maxi-mum trans- a tlantic128 day, 119 night(30 berthed) 2,082 cu. ft. H$2,029,488.00 10.9c. 13.1c.14.3c. 17.4c. DC-7 162,000 lbs.14,000 h.p. 11,200 h.p.296 m.p.h. at 64.3% of h.p. at20,000ft. 108 maxi-mum trans- atlant i c95 day, 79 night (20berthed) l,169cu. ft. 10$1,412,488.00 l!i.7c. K5.8c.14.0c. 16.9c. Conitellation 96,100 lbs.10,400 h.p. 9,000 h.p.322 m.p.h. at 62% of h.p at«),OOOft. 56 maximumtrans-a t- lantic 40day, 30 berthed 882 cu. ft. G$727,288.00 16.9c 17.0c.17.6c. 49 3c. DC-6 80,500 lbs.8,400 h.p. 6,800 h.p.325 m.p.h. at 62% of h.p. at20,000ft. 50maximumNight: 24 berthed, 2sit up 6— 20.6c 25.3c.Range limi- ted to 2,715in lies OC-4 71,300 lbs.5,800 h.p. 1,100 h.p.239 m.p.h. at 60% of h.p. at10,000ft- 44 maxi-mum Night, 22berthed 5— 15.7c. 15.8c19.1c. 27.2c. (Westbound noa-stop 35 mi. b.w.)
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
