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Aviation History
1945
1945 - 1728.PDF
AUGUST 3OTH, I945 FLIGHT ALL READY : Caledonia on the Hythe slipway, fully fuelled and ready for launching on its historic flight. atlantic record breaker could not face. Facilities were available which had not existed previously and full use was to be made of H/F and M/F radio. Astro^navigation was to be combined, with D/F loop bearings "over and above the normal solid foundation of D/R navigation. In addition, the crew were reasonably comfortable. They were well supplied with food and drink and had ample space in which. to move about or rest: literally the whole aircraft to themselves. They could, itjtiiey wished, walk for miles round and round the main cabins. The aircraft had a'range of 20.1 flours, which would enable 2,854 statute HAiles to be covered in still-air condi- tions. This range was based on the following operation con- ditions:— * Petrol tankage 2,320 gallons (Imperial). Mean true airspeed .. 142 m.p.h. (For a stage 0^2,000 miles at a--"* mean height of 6,000ft. and ^ - a take-off weight of 45,000 lb.) Mean petrol consumption (On 50 per cent, power) Thus, with a distance to be flown from Foynes to Bot- wood of 1,960 statute miles (great-circle), a still-air reserve of 6.4 hours was available. (Allowing 30 minutes petrol left in tanks and 15 minutes for taxying and circling each end. The maximum headwind which might then reason- ably be overcome, assuming a mean headwind for the whole distance, was 20 m.p.h. This would allow an alter- native alighting area within 3 hours' flying distance of Botwood, plus allowances as above, to be used.) The Fog Danger A dangerous enemy to be considered was log at the western destination. Newfoundland fogs are notqwUus, and ample allowance had to be made to overcome any such obstacle, which might well appear at short notice, by the allowance of a fuel reserve under all conditions which ii5g.p.h. (0.42 lb. per b.h.p. /hr.) would enable the aircraft to reach some place suitable for alighting outside the fog-shrouded area. Westerly winds in the North Atlantic may frequently reach velocities of 40 to 60 m.p.h. when deep depressions are centred north of Iceland and around the southern tip of Greenland. Such conditions are most prevalent in winter, and in summer less severe weather is normally experienced. Thus, from the end of May to the beginning of October, the average headwind component for the whole trip is usually under the 20 m.p.h. level. Greater wind speeds are usually found at higher altitudes, so that in. most cases an east to west crossing would be made at a fairly low level. Low or medium altitude flying would also lessen the chances of meeting icing conditions. The great-circle course between Foynes and Botwood goes well to the north, and the freezing level in these regions, even in summer, is always fairly low. Even with modern aircraft, fitted with the latest de-icing equipment, it is always pre- ferable to stay out of such conditions if possible. After a two-day pause at Foynes, Caledonia set off on the evening of July 5th, 1937, at 18.45 G.M.T., bound for Botwood, Montreal and New York. The crew of four may, without shame, have had some feelings of trepidation. No such feelings were apparent, however, as they were driven out to the aircraft>fefore departure. They may, perhaps, have felt as confiOent as the ground staff who had helped plan and organise the service but who were not taking part in the actual flight. The journey, for those who were left on the ground, was uneventful. All went well and regular position mes- sages \.ere received at hourly intervals. Weather con- ditions were not unsatisfactory, and only those concerned with vital radio communications and control stayed up all night watching progress and keeping in touch. Early the next morning the aircraft was well on the way and, at 10.13 G.M.T. on July 6th, Caledonia moored at Bot- wood, having completed the flight in 15 hours 28 minutes. The voyage was made at an average speed of 126.5 m.p.h
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