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Aviation History
1945
1945 - 0957.PDF
MAY 17TH, 1945 land the hull rsion of xcellent aircraft. LOWER BUNKS FORMEP Bt OUTER SEATS OE-HAVILLAND 4 SLAOgO f gtLY - F £ ATH FRINS / AIRSCREWS CENTAURUS 2,500 H.P. 8CYL, • ENGINES engineer's log books, etc., whilst on hisleft and right of the table are, respec- tively, the starboard and port controlsfor air intakes, oil cooling shutters, master engine cocks, master fuel cocks, etc. As the engineersits facing his panel, the auxiliary generating plant's instru- ments and controls are on his left flanking panel, the engineinstruments, subsidiary throttle and r.p.m. controls on the central panel; and the fuel and oil gauges, flow-metersand switches on his right panel. In the roof over the TAKE-OFF Weight. Power loading Time Ib 1:10,000 12.r.,000 120,000 115,000i 10.000 1:5.0, 12.iT 12.0 11.5 11.0 stcs. i61.0 52.0 44.5 3S.0 82.5 CLIMB at 130,000 !».—Sills Gondrtion Normal cliinbpower NormaJ climb powpr. Max. W.M. cruiseTime to 5 000 ft Engine; 4 3 4 . (normal climb power)— Distance, yards. 1,640 1,361) 1,125 935 780 Clowd, M Gtar Unstick s-jeed, knots. 96.0 94.0 92.0 00.0 S7.5 Rate ft min. Se* leve 765 350 345 G.OOOJt. 645 2S0 3507 mins. at 130,000 lb. mins. at 120,000 lb. engineer's head are controls for supercharger speed change,idler cut-outs, and fuel jettison. Thus the flight engineer of the Shetland very properly has under his charge thecontrols and instruments for every mechanical and elec- trical system throughout the aircraft other than flightservices. Two Rotol auxiliary generating plants are employed in the Shetland, both housed in their own "engine room" between the centre-section wing spars' passage across the hull. Intake and exhaust ducts are large in diameter and heavily lagged, the intake being taken from the side and the exhaust led to the roof. All ancillary services, such as vacuum pumps, generators, oil pumps, etc., are driven direct from these a.g.p.s, an interesting point being that electric supply is straight from the generators, so eliminating the necessity for bulk and heavy accumulators. It is also interesting that the Shetland is the first British aircraft to employ A.C. power, the system being of no volts, 25 cycles. Accommodation From the flight deck the staircase leads down to the mooring compart- ment in the nose of the lower deck. Here are stowed all the impedimenta and fittings for handling the boat on the water including, among other things, a C.Q.R. anchor and a telescopic self-closing boat- hook. A winch for the moor- ing cable is housed under a hinged flap in the floor, and a hinged bollard for tem- porary attachment of pick-up or slip lines is fitted beneath an opening window in the stem. The entrance door for the crew is in the starboard wall of this compartment im- mediately forward of their toilet room. Interior accommodation is somewhat naturally in such a large hull, capable of many diverse arrangements accord- ing to the operational require- ments of any route on which the aircraft may be used. Seventy passengers can be accommodated in very real com- fort for daytime flights of ranges up to, say, 1,500 miles. whilst another version which we illustrate) caters for 40 day passengers or 24 sleepers. To give anything like an overall picture of range and payload examples with various accommodation layouts would take up a great deal ot space; however, I think no potential operator can justifi- ably cavil at the Shetland's range and pryload perform- ance, whilst the boat's great amount of interior volume must permit of any accommodation arrangement thought to be most suitable by the operators. We are dealing with the 4O-seater/24-sleeper version in this survey because it is felt that this particular arrange- ment is probably the most representative of the many possible. Additionally, the layout is very well done and is admirably illustrative of the sort of facilities the aircraft offers. In thinking of a 58-ton flying boat being used for the transport of no more than 40 'day or 24 night pas- sengers, the reader must bear in mind the order of luxury in which the passengers are carried. No other form of conveyance, other than a crack ocean liner, can compare with this luxury of travel; it is far in excess of that of any train. In all models ot the Shetland, the flight deck and moor- ing compartment, etc., are standard, and so, having described these, we will re-enter the hull through the for- ward passenger door on the port-side immediately aft of the staircase leading up from the mooring compartment to the flight deck. The doorway opens into a vestibule, on the starboard side of which is a ladies' dressing room O COMPARTMENT CHEWS TOILET LADIES DRESSING ROOM
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