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Aviation History
1946
1946 - 0944.PDF
484 FLIGHT \] **"• MAY I6TH, 1946 PRESSURIZED FLIGHT are, however, magnified in somewhat more than direct proportion to the increase in size, and the successtul surmounting of the manifold obstacles un- doubtedly ranks as a step forward in aeronautical jprogress parallel in importance with the revolution- ary advent of jet propulsion. This successful example of pressurizing is not just a flash in the pan; let there be no mistake about it, pressurizing has come to stay, and, before very long, any pas- senger-carrying aircraft, other than those in the "private" class, will not have a hope of being sold unless it has a pressurized cabin. Rate of Pressure Change Quite obviously success such as this is only obtained at the expense of some considerable effort, and A. V. Roe and Company, Ltd., have been re- warded for their intensive and painstaking past work by becoming leaders of the world in providing a reliable and highly efficient cabin atmosphere- conditioning system for everyday use. On the flight mentioned above, Captain Orrel, the Avro test pilot, took the Tudor up at a steady climb of 1,oooft/min, but the maximum equivalent rate of pressure change in the cabin was never more than 180ft/min, and no one had to "blow" their nose to " unpop" their ears. There was no physical evidence of changing conditions, and the passengers all sat and talked and smoked as though in a coach or train or ship—except that it was far more com- fortable than any of these. The system is such that, no matter what the actual speed of ascent or descent of the aircraft, the maximum rate of pressure change in the cabin will not exceed the equivalent of 3ooft/min varia- tion in height. Medical authorities are agreed that Attachment points of the strain gauges positionedexternally around the top and forward side of the main entrance door. These complementary photographs show the attachment points and attendant wiring of the electrical resistance strain gauges around the cockpit rails and on the windscreen both internally and externally. so gradual a change as this is absolutely safe for 3everybody—even though they may not enjoy good _3 health. Further, to demonstrate the full qualities "' of the system only one of the two cabin blowers was employed during the flight. Perhaps one may here reiterate that the installation employed on the Tudors embodies duplication of all critical compo • nents, each one of which is capable of coping with j the full load. Thus there is, in effect, a 100 per L% tent reserve safety factor—and very comforting/'^; too. j Priceless Design Data rj On the subject of safety, prior to the Tudor I j undergoing her first pressurized flight, an extensive v| succession of physical testing was undertaken, '| which terminated in the static pressure testing of .1 a full-scale Tudor I fuselage. The series of tests j made on the fuselage were concerned both with de- j termining the points and magnitude of leakage, and ;'• also the incidence and magnitude of developed strain at representative stations for given pressure differentials. From the fund of data so produced Avros have been enabled not only to confirm the excellence of the Tudor design for its intended pur- pose but, in addition, have gained priceless design data for future machines.
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