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Aviation History
1946
1946 - 0615.PDF
H T PROMENADEPromenade deck and main entry vestibule showing the bar and asuggestion for a folding seat beneath the shelf. DESIGN for COMFORT TheAvro Tudor II: A Notable Contribution to Britain's Civil Air Power ADETAILED survey of the Avro Tudor I appearedin the June 28th, 1945, issue of Flight, and,because the Tudor II with which we are nowconcerned is basically a Tudor I with a much larger fuselage, it is felt that there is no real need to recount the details of the structure. Suffice to say that it is identical with that of the smaller Tudor, and is, probably, the simplest and light- __^______^_____ est structural form possible for the job. It might, however, be of interest —————————— to reveal why we have two distinct aircraft with the same type-name. Originally A. V. Roe and Co., Ltd., By C. B. the observation might be made that the ultimate would logically seem to be the provision of both a day aircraft and a night sleeper aircraft, each a special machine for the job. If such were laid on as shuttle services between given stages, the traveller could spend the day in a com- fortable chair, leaving it in the evening for a dinner at the airport hotel, and then, if he wanted to press on, go to ___^_—___—_—_ bed in a sleeper-special for the n •• ••' ^ night journey. Alternatively, he Valley Watson co* ld Jpend the night at the-hotd -———^——————— an(j continue his flight on the morrow in a day aircraft. This is likely to be the system were asked to prepare a design for a machine capable of transporting a small number of passengers over a long range or, alternatively, a large number of passengers over a short range. Quite obviously, an aircraft designed to fulfil both these conditions would be uneconomic in operation, and such was the gist of the Company's reply. As a result, the decision was taken to have two aircraft, one with a large fuselage, the other with a small one, and to use the same wings, engines, tail : surfaces, etc., for each. Hence we have the Tudor I to carry up to 24 passengers a distance of over 4,000 miles, and the Tudor II to carry up to 60 people for a distance of about 2,000 miles. Both are equipped with a cabin atmosphere conditioning system, and the all-up weight and performance (other than range) is about the same for each. It is with the Tudor II that we are here concerned, and although an accom- modation plan of the short-range 60- passenger version is included to illus- trate the capacity available, it is in the normal B.O.A.C. version that it is felt most readers will be interested. This model is laid out to an accom- modation standard of 40 day pass- engers/20 sleepers. Before going further, DAY CABIN Vignette of day seating showing possible arrangement of curtains, lighting, etc. This illustration should be viewed in relation to its companion which indicates the comple- 'U d t adopted in the end, and the sooner such facilities are planned for operation the better. So long as we are
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