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Aviation History
1946
1946 - 0321.PDF
FEBRUARY 14TH, 1946 FLIGHT 171 AMERICAN NEWSLETTER rnciit programmes should be co-ordinated between the military and civil authorities, and if, as has been suggested, the U.S.A.A.F. order a limited number of each commercial type so that they may test them under operational condi- tions, it wilJ not only assist the manufacturer and airline operator in some of the initial development work, but will ensure a sale, however small, and be looked on as a form of Government subsidy to both manufacturer and operator. With regard to new-type equipment—particularly that relating to bad-weather flying—the proposal that there be lose co-operation between the Air Force and the Civil Aeronautics Authority was discussed unofficially during a demonstration of the SCS-51 instrument approach system, which system is receiving a good work-out on the Air Trans- port Command test run between Miami and Casablanca. The suggestion came from the commander of the Carribbean Wing, and although no official response was received from the C.A.A., there is such obvious merit in any co-operation of this nature that one imagines there would be at least a favourable reaction. What similar steps are being taken in England is not known, but it is hoped that any differ- ences on outlook of design or equipment which might arise between R.A.F.T.C. and, say, B.O.A.C, would be com- promised to the common good, and a programme worked out which would help the development of civil aircraft and equipment. Items from the THE permissible all-up weight of the Constellation has beenincreased to QO.ooolb. To be allowed this increase, three- engined take-offs were necessary, and the 50-foot screen was cleared in 3,820 feet. * * • Air Frar.ce is the latest, and apparently one of the biggest,foreign customers to come to the States for its aircraft. Its present and contemplated equipment is said to be 13 Constella-tions, r5 DC-4S and 25 DC-3S—altogether a sizeable order. One hopes the rumour that Miles Aerovans are to be used forFrench postal services is true. * • • . Republics are contemplating a twin-engined five-seater tocruise at 170 m.p.h. The price is expected to be around $7,000, and if this is realised some of the other manufacturersin this size will need to take a second look at their production costs and selling prices. The engines will obviously be Frank-lins—probably the 2ro h.p. model—and production might start in T947. * * • Rumours continue to cloud the fate of the big Consolidated-Vultee six-engined C-99. This Army version is alleged to be on the very point of flying, but what is to happen to thecommercial version remains to be seen. The latest story is that it is to have four wheels on each undercarriage leg insteadof the present two, and that each pair will be independently sprung. Moreover, there is talk of making it a tractor air-craft instead of a pusher by the fitting of turbine-driven air- screws with extension shafts to the leading edge. There is a much greater interest in freight transport in theU.S. than is commonly realised. Henry J. Kaiser is talking of a New York-San Francisco service. United Airlines arealso considering a coast-to-coast service, and the National Sky- ways Freight Corporation has bought some C-47S. This lastcompany's fleet has included some of the Budd freighters— an aircraft that had rather a hectic career when built for theU.S. Navy Air Transport Service, and which was finally turned down for the job for which it was intended. It was con-sidered to be underpowered and had mechanical and aero- dynamic faults, most of which could, given time and gooddevelopment flying, have been cured. Although immediate war requirements prevented any such development programme,some of its features—notably the amount of unobstructed space, the ease of loading, the good cockpit and wonderfulfcfiew—made it an interesting aircraft. The disposal of surplus U.S. transport aircraft still con-tinues. Many of these are going to internal domestic airlines, but amongst those sold to foreign countries are two C-54BS toBrazil, one to Columbia, two to Dodero in Argentine, and one to Mexico. Tata have obtained at least two DC-3S. laaddition to these allocations, Panair de Brasil are reported to be negotiating for three Constellations for a Transatlantic Ser-vice, and the Brazilian Air Force has purchased a Vultee B-10 trainer, presumably with the idea of purchasing more if theyfind it suitable- # # • Surplus U.S.A.A.F. transports that are dotted about all overthe world are also being disposed of to local air transport interests, and it is reported that 17 C-47S have been sold, e*Manila, to the Netherlands East Indies Government; 5 to Philippine Airlines (in which T.W.A. have a 28 per cent, hold-ing) ; 4 to Far Eastern Air Transport, Inc.; and 25 to Australia- # * * There seems to be a spate of American "records" at thepresent time. Last week we mentioned the American coast-to-coast record by a P-80. Shortly afterwards, the firstscheduled Atlantic- crossing by a Pan American Constellation on February 4th was achieved in the excellent flying time of12 hr. 9 min. from New York to Hum. The journey was accomplished in three hops : New York to Gander, Newfound-land (r,o2o miles) ; Gander to Shannon, Eire (1,775 miles) ; and thence to Hum. The aircraft took 4 hr. 33 min. for thefirst hop, and, for the second, from Gander to Shannon, only 6 hr. 36 min., a remarkably quick trip. The Constellationcarried 29 passengers and about one ton cf freight and, making, according to the pilot, full use of its pressurised cabin, tlewat 17,000ft. where it had the advantage of favourable winds. When the aircraft arrived at Hurn, it was six minutes aheadof its " scheduled" time of r2 hr. 15 min. for the entire journey. Incidentally, the scheduled time for the DouglasSkymasters on this journey was almost 17 hr. This was not the first Atlantic crossing by a Constellation,however, for during a survey flight recently, a Pan American aircraft of the same type flew from New York to Lisbon non-stop (3,425 miles) in 9 hr. 58 rnin. Another record com- mercial flight, also by a Constellation, was ' set up onFebruary 3rd in America. A Trans-Continental and Western Airways Constellation flew non-stop from Burbank, California,to the La Guardia airport, New York, in something over seven hours, thus breaking the record previously held by a BoeingStratoliner of the same concern, and set up in July, 1944, with a time of 11 hr. 55 mint AIRSTRIP No. I
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