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Aviation History
1945
1945 - 1675.PDF
2O6 FLIGHT AUGUST 23RD, 1945 CIVIL STIRLING head-rests adjustable for height and complete with built-in folding tables. The chairs are also adjust- able for rake of back rest, and side-arm supports further add to the measure of comfort. The passenger cabin is suitably furnished with heating, ventilating and air-extractor ducts, and, in addition to the main electric lighting, individually controlled reading lights are fitted at each seat station. Circular window ports are pitched one to each seat, and, considering that the aircraft is a con- verted bomber and in the light of the obtaining structural limitations, individual window area is very generous; in fact, the only item about the fenestration with which one can cavil is that, unfor- tunately, the windows are placed at rather too high a level; but here again it is probably structural fea- tures which have determined their setting. Light luggage racks are fitted throughout the cabin length for passengers' personal effects, and the whole of the interior walls, together with floor coverings, curtains and interior trimmings generally, can be finished in pattern and colour to suit the requirements of the purchaser. The existing aft entrance door on the port side will be retained for the use of passengers, and a small compartment for the stowage of coats, etc., is located immediately aft of the passenger cabin on the starboard side. To the rear of this is a galley fitted with stowages for thermos flasks and similar utensils for the carriage of hot or cold refreshments. Two lavatories fitted with wash- basin, mirror, chemical closet, etc., are arranged aft of the galley. Freight up to a maximum of 1,300 lb. is catered for in the nose compartment forward of the flight deck, the avail- able space being 124 cubic feet. Loading is facilitated by an upward hinging hatch in the extreme nose, and, in view of the height of this hatch above the ground, the inclusion of freight-hoisting equipment is a worthwhile detail. Freight lashing points are, of course, provided. Crew's entrance to the flight deck is through an existing hatch in the underside, a telescopic ladder being provided. Each passenger is nominally allowed 30 lb. of personal luggage, which is conveniently stowed in the fuselage space between the wing spar frames, this space totalling no less than 144 cubic feet. Provision is made for the carriage of mail in cylindrical containers to be supported from the standard bomb carriages within the wing cells and fuselage bomb bay. As may be seen from the accom- panying tabulations of weight cases, when carrying freight of such density that not more than 850 lb. can be accom- modated in the nose compartment (Case "A"), it is necessary for reasons of e.g. to carry 18 of these mail 62 6O 58 56 LANDING WEIGHT X 1,000 LB- 54 52 50 1200 2.800 Curves of range and approximate mean speed at io,oooft. at ,minimum comfortable continuous cruising speed. Speeds given are at the mean weight for the flight. containers in the foremost positions. If, however, as shown in Case "B," high-density unit loads are to be carried in the nose freight compartment up to the limit of i,300 lb., then 24 mail containers may be carried. For the purpose of' estimating an approximation of the likely operating costs, the following basic assumptions have been made by the manufacturers: — Range, 1,000 miles (still-air conditions). Average air speed, 195 m.p.h. Block-to-block speed, 190 m.p.h. This includes time allowances for taxying, climbing, etc., and for the effect of wind. The aircraft will make one return trip per day for six days per week, which totals approximately 3,300 hours per year. The pilot, co-pilot and stewards are assumed to work for approximately 1,000 hours per year, and, there- fore, allowances have been made for 3.3 pilots, 3.3 co- pilots and 6.6 stewards per year. Depreciation is assumed at 20 per cent, per annum, which gives the life of the air- craft at five years. Original cost is assumed at ^35,000. Insurance for the aircraft is taken to be 10 per cent, of the original cost per annum ; for the crew at £5 per cent. of pay per annum ; and for passengers, freight, etc., at ^75° Per annum. Aircraft repairs and renewals will,, it is suggested, absorb ^3,300 per annum, whilst engines and airscrews will cost £700 per engine and airscrew for over- haul and replacement of parts every 400 hours. Four sets of tyres at ^325 per set will cost ^1,300 per annum, and landing fees at ^3 per landing will run into ^1,872 per annum. Other expenses are assumed to cost ^10,000 per annum. These estimations are tabulated below to give the assumed cost per hour and per aircraft-mile. §2.400 a. 1.6OO< l.ZOOVI 2 g 8OO 4OO _L_ 2.85O MILES^ f s T6C — 4OO/J 7O Curves zoo)r 6OO- 66 LANDING WEIGHT 56 54* 1,000 LB. COST ESTIMATES FOE CIVIL STIRLING of fuel consumption for range at 10,oooft. at minimumcomfortable continuous cruising speed. Pilot's pav, -£1,500 per annum Co-pilot's pav, £1,000 per annum 2 Stewards' pay, /350 per annum ' Fuel—1,000 galls, at 2/- per gall.Oil—60 galls, at 5/- per gall. Depreciation Insurance (a) Aircraft(b) Crew (c) Passengers •& Freight Aircraft repairs and renewals Maintenance of engines & airscrewsTyres Landing fees Other expenses Per £ 1 r 18 2 2 1 1 7 3 (Ao Hour s. 10 0 14 18 16 1 3 4 0 0 7 11 0 9 d. 0 0 0 0 4 6 2 2 6 0 0 10 4 7 10 Per Ac Mile d. 1,88 1.26 0.88 23.90 3-57 2.67 r. 36 0.20 0.27 1.25 8.860.48 0.71 3.82 51.12a. -
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