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Aviation History
1946
1946 - 1380.PDF
JULY I8IH, 1946 (Left) The navigator has plenty of room and a large table surmounted by his JLoran indicator unit. (Right) The Radio Officer's station between Captain's and Navigator's seats. and prior to landing are all just about the same as for the Lockheed Lightning, and relevant flying speeds for the Model 49 Constellation are as follows: — Maximum at sea level 2.35 kt. ind. Maximum at 22,000 ft . .. .. 260 kt. ,, Maximum at 25,000 ft 247 kt. ,, For lu^f jettison 189 kt. max. Wheels down .. 152 kt. .. Maximum for take-off flap .. .. 174 kt. ,, Maximum for landing flap .. ,. 127 kt. Flaps: Take-off = 60 per cent; approach = 80 per cent; and landing =100 per cent. Flaps are of the Lockheed-Fowler type. RETURN Asymmetric flight figures include: min. speed for full control on three FLIGHT engines at take-off power, 81 kt. ind. —. • Directional control with two engines feathered on one side, impossible be- low no kt. Critical engine-failure speed on the ground during take-off, 92 kt. Maximum take-off weight is 90,000 lb, and maximum landing weight, 77,800 lb up to 6,000 ft altitude with full runway. The stall at about 80,000 lb weight with full movement of aileron is gentle and straight with a fairly pronounced shudder at an indicated airspeed of 77 kt. The nose position at the stall is very high and becomes more so with the use of a little engine power. Among the devices fitted for emergencies, the provision for vacuum change-over to any of the four engines for supply to the blind-flying instruments is noteworthy. A final ultra-emergency supply from the cabin supercharger is available should all other sources fail, and one panel can be isolated if the need arises. Beside the pilot's left shoulder, outside the window, is an ice pole to give an immediate visual indication of ice formation. The de-icers on the Model 4y leading-edges are of the pulsating rubber type. B.O.A.C. captains seem on the whole to be satisfied with' vision from the Constellation but the wind screen is very shallow and is composed of a number of small panes. The numerous frame members together with screen wipers appeared most distracting to the author. Two large elec- tric screen heaters are provided to de-mist and de-ice the inside surface. The more powerful engines to be fitted in the Model 649 and the cleaner leading-edge permitted by thermal de-icers will undoubtedly improve the performance of later Constellations. A glance at the fuselage plan on page 57 will show the positions of the crew. Behind the pilots are the engineer's panel, illustrated on page 56, and the radio operator's set Further back again are the navigator's table and crew rest compartment. Special navigation equipment includes Loran, radio alti- meter and gyro drift sight. The Loran is a standard fitting on the Constellation but will probably be scrapped by B.O.A.C. as the sets become u/s. There is talk of reintro- ducing Gee for local navigation over Europe and for bad- weather control around airports. The Bomber Command system of "controlled holding" along lattice lines instead of '' stacking'' over an airport is particularly suitable for commercial aircraft. Passengers soon realise that they are flying in circles and naturally feel disgruntled, but they are less likely to notice temporary diversion and late arrival is the only cause for complaint. Methods of Navigation Over the American continent, navigation is strictly con- trolled by the use of Radio Range (and identification at . each station). Across the ocean the radio compass and W/T fixes are used up to medium ranges, and Loran and astro-nav. are also used. Loran suffers from a dead area for about two hours flying about mid-ocean. On nearing the Irish coast, Radio Range again comes into use. Met. information is good for the North Atlantic and all aircraft send to base an hourly report of the weather they are experiencing. Using D.R. alone, the maximum track error over a long period seldom exceeds thirty miles. In bad weather there is, of course, a controlled let-down procedure for all airports and, as already mentioned, S.C.S.51 is carried. In addition the G.C.A. system may be used through normal V.H.F. channels. From a brief study of crew duties, aircraft equipment, and flying procedure it once again becomes apparent that although we read almost daily about this or that new auto- matic device, about radar this or magic that to aid flying, the fact remains that the human element is still 100 per cent the dominant factor in safe, efficient airline operation. Passengers may, however, rest assured that British airlines will operate only the best and safest aircraft and crews will be composed of the most experienced and reliable men. MONTREAL-LIMA PERUVIAN INTERNATIONAL AIRWAYS plan to start ajoint American-Canadian-Peruvian air line in the coming autumn to provide a direct air service between Montreal andLima. Stops will be made at New York, Washington, New Orleans and Panama, and the duration of the flight will beabout 18 hours. Eight Douglas DC-4S will make three flights a week in the early stages, but later it is hoped that dailyflights will be scheduled. It is anticipated that, anyway for the time being, more freight than passengers will be carried.
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