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Aviation History
1946
1946 - 0290.PDF
156 F LIGHT FEBRUARY 14TH, 1945 B-29 just managed it, flying at 50ft. for the first few hours. At the time of the flight, reports were current that one of the four engines had failed. It is now explained that it was stopped deliberately after a time, due to the exces- sive vibration which was caused by running the four en- gines at only 30 per cent, of their power. The flight engineer advised the stopping ot one engine and the running of the other three at 40 per cent, of their power. This saved fuel and reduced the vibration. For a heavily loaded, not to say overloaded, aircraft such as the Superfortress was during the earlier part of its flight, it was no mean achievement to average a fuel consumption of 1.3 American gallons (approximately one Imperial gallon) for the whole flight of 8,000 miles. Of the flight by the Shooting Star no fuel consumption figures are yet available, but an American correspondent states in a letter published in this issue that westerly winds averaging some 150 miles per hour were blowing during the flight. This would represent an average cruising airspeed of about 435 miles per hour, which appears somewhat high for maximum economy. The strong following wind still does not explain how the machine was able to fly for 4J hours at what must have been a fairly wide throttle opening. ExportT HE British aircraft industry in general, and the de Havilland concerns in particular, are to be warmly congratulated on completing negotiations for three very large orders from the Government of Sweden: a large number of Vampire jet-propelled fighters, a separate order for a number of de Havilland Goblin jet units (a detailed illustrated description of the Goblin will be published in next week's issue), and licence to manufacture the Goblin in Sweden. Together CONTENTS The Outlook - - * - World's Fastest Fighter - Here and There • Miles Gemini - - - - U.N.O. Sees Our Best - . - Fairey Spearfish - American Newsletter Civil Aviation News - Correspondence - - - - Service Aviation " 4, " - 185 - 157 160 162 - 165 a 170 172 174 176 these orders represent one of the largest overseas trans- actions in the history of the British aircraft industry. What is important, even more so than the actual export value involved (which is very great), is that in this matter the Swedish Government is taking a long view, a view which indicates the faith it has in the pre- eminence of British high-performance aircraft and power units. That faith, we feel, is fully justified, and we have no fear that our good friends in Sweden will be other than fully satisfied with their choice. There is no doubt that the Swedish authorities were influenced by the excellent record established by the Mosquito during the war, but it is also likely that the fact that airframe and power unit come from the same group of companies, and that consequently there has been the closest possible collaboration in the overall design, has played its part. This close unification of design" is most desirable in jet-propelled aircraft if we are to progress beyond what Dr. Roxbee Cox once described as " orthodox aircraft with invisible airscrews." ARRAYED FOR U.N.O. : The scene on the tarmac at Handley Page's airfield at Radlett on Sunday last. Reading from theioreground the aircraft are: Vampire, Aerovan, Halifax, Viking, Lincoln, Tudor and York. The display is described on pp. 165-166.
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