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Aviation History
1945
1945 - 1943.PDF
356 FLIGHT OCTOBER 4TH, 1943 struction, of which several versions appeared. So far as comfort was concerned, it was somewhat primitive, whereas the modern Viking is by way of being the last word. One might also argue the inappropriateness of the name on the grounds that comfort was not only unknown to the vikings; it was actually discouraged. However, that is by the way. The new Viking is by all accounts something out of the ordinary both in the matter of comfort and from the economic point of view. '' Riding on Air'' has been used as an advertising slogan, but with the orthodox fixed wing the riding has not always been as smooth as. might have been imagined! The wing of the Viking does not absorb bumps, but its flexible mounting does definitely relieve the passenger of nearly all of the mechanical vibration normally transmitted from the engines to the cabin. One's first flight in the new Viking takes one back to the days of the change-over on London buses from solid to pneumatic tyres. The difference is as great as that, and the improvement in noise isolation is comparable, to remain in the simile, with the difference between the old open-top-deck buses and the present enclosed-top models. It might have been expected that all this extra pas- senger comfort would have detracted from the opera- tional economy to the dismay of potential operators. This appears very far from being the case. A member of our editorial staff attempts in this issue to evaluate the economics of operating the Viking. True, he has had to make certain fundamental assumptions, but they do not appear unreasonable, and if they are anywhere near correct, the Viking is a remarkable aircraft from every point of view. The L/D ratio at cruising speed is high, and the cost per ton-mile and per passenger- mile is remarkably low. Although he bases his calcu- lation on maximum rather than on recommended cruis- ing power and speed, the final result is not likely to be wildly wide of the mark. Just under one shilling per ton-mile and just over one penny per passenger-mile are figures which cause a raising of the eyebrows, especially when, as in the case of the Viking, they are coupled with a satisfyingly high cruising speed. Costs will obviously vary widely on different routes and in different circum- stances, but these basic figures—assumed though they be—hold out hopes for a bright future for commercial aviation, if the Government will give it a chance to develop as it'should and can. CONTENTS The Outlook ... In Germany To-day—Part II Here and There - - Vickers Viking After the " Cease Fire " Blackburn Firebrand IV A.T.A. Farewell - - - Last of a Famous Line Refuelling in Flight The Miles Monitor Civil Aviation News Correspondence - Service Aviation - - 355 - 357 - 362 - 364 - 366 - 367 - 37° - 37i - 372 - 376 - 377 - 379 - 380 The Winster of Our DiscontentP OINT is lent to the question in Parliament which Mr. Gandar Dower is addressing to Lord Winster (concerning the deadlock in civil aviation) by the purposeful way in which our American friends are forg- ing ahead. At the time of going to press the Skymaster j is well on its world-circling flight, and there is every) prospect that it will complete its journey to-day accord- ing to schedule. Concurrently it is announced that Pan American Airways intends to resume regular trans- atlantic services in the near future with Douglas machines without waiting for the completion of its fleet of Constellations. Other American companies are press- ing forward with their plans, and in the near future we shall see American air lines operating very efficient ser- vices over routes on which British aircraft ought to be "showing the flag." The fact that B.O.A.C. and R.A.F. Transport Com- mand are carrying on does not alter the fact that this country is, so far as commercial aviation is concerned, in a state of suspended animation, pending the announce- ment of a Government policy. There is so much to be done and so little time in which to do it if the world in general is not to form the opinion that Great Britain and the Empire are negligible quantities. The n$ Government has not given any hint as to its intentions, and until it does no one can begin even to plan, let alone getting staff together against the time when aircraft become available from the British industry. ADVANCED TRAINER : The Bristol Buckmaster I, which is equipped as a three-seater trainer : pupil, instructor and wire-less operator. The instructor's seat is on the starboard side and dual controls are fitted for the throttle, airscrew speed and feathering, undercarriage and flaps. A lever on the control column enables him to take control of the brakes. The Buck-master is of all-metal, stressed-skin construction and is powered by two Bristol Centaurus VII engines. Four-blade Rotol airscrews are fitted. Span 71ft. loin., length 46ft. 5m., height 15ft. loin.
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