FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1946
1946 - 1693.PDF
AUGUST 29TH, 1946 FLIGHT 227 CORRESPONDENCE The Edttor does not hoia himself responsible for the views expressed by correspondents. The names and addresses of the writers, not necessarily for publication, must in alt cases accompany letters. ', FLYING OYSTERS do expect a fair deal and the opportunity to get cracking; we A Pre-war Service Recalled t can do the rest.-. "W ITH reference to above in Flight, June 13th, it may-inter- lt is time tnat the system used in these aircraft disposal sales est you to know that oysters weie flown, weekly, and "as altered. Let them fix the" prices first, then we shall know sometimes twice weekly, from Sydney to Singapore for several lf we nave a chance to compete. There is no control of air- years before the war. They were tor local consumption. "!Lft Prjc«i, but the price being asked for reconditioned Sepang. ANTHONY DENNY. • Tigers" seems to us to be excessive, because most of these . . aircraft have had thousands of hours' flying under all condi- ht COANDA EFFECT " tions with the RA.F. L. ANDREWS f For Scavenging Two-stroke Engines \ <-^'ucester Flying Club. (Hon. Organizer). TVyTAY I suggest another use for the "Coanda Effect" THE XB-43 , ..dfCf^ iD FligHt'- A"?"54 • ^ •' The idea is to use Morc Evidence o/ Adap/ation the effect for scavenging two-stroke aircraft engines. In _ „,._,. ' *^ the case of an air-cooled engine, some of the cooling air would I bM,Mr Christopher Clarkson remain unconvinced by the •be diverted into a jacket surrounding a section of the exhaust , ,rePlv,,to, hls letter concerning the Douglas XB-43 jet pipe, and from there would enter the exhaust pipe througii a bomber (flight, August 8th), let him turn to page 109 of the .slot of suitable dimensions and would produce a venturi effect Ame"c?u £>urftal Aviation tor July. This states quite (as in the Coanda nozzle described in your article) that should definitely that the aircraft is a modification of the XB-42 suck most if not all of the exhaust gases from the cylinders Mixmaster. A. W. and thus do away with the necessity of providing a scavenge- COST OF FI YINC blower. The internal diameter of the exhaust pipe would need K? *• « D J .m r» m to be between 80 mm and 200 mm—not a serious difficulty. Estimate Based on ISO Hoars per Annum In the case of a liquid-cooled engine, a blower would be "VTOLR correspondent "J. H. R.'s" letter (Flight, August needed, but it could be somewhat smaller than the ordinary x sth), enquiring for figures of the cost of operating "light scavenge blower. ' aircraft" has, I feel, raised a question which is difficult to It seems to me that tins engine would go a long way towards answer with any degree of accuracy in view of present circum- providing the engine with a fuel consumption of "less than stances surrounding civil aviation. 0.35 lb/b.h.p. per hour that Air Commodore F. R. Banks asked As a. guide, however, the following figures—based on pre- fer in his paper, "Power Units for Future Aircraft," pub- war operating, but with the post-war "plus-ups" on every- lished in Flight, April nth, especially if it is designed to use thin8 buyable taken into consideration—gives an approxima- heavy oil. t'on from which your correspondent may be able to work outNo doubt there is some snag in the idea, but I should like tue ^a Per>ce- your readers' views. A. Mi H. DUNN. F°r the average light aircraft up to 2,000 1b a.u.w. used bythe average private owner averaging 150 flying hours per "MATELOT ERKS" TOO ' annum (Oh, yes! that was the average flying time for P.Os. On Carriers and in the Desert pre-1939), I estimate the average costs as follows:—I., , , , , ., 1 • <, r ' Hangarage: Private lock-up or open hangar, say /^o 03 N order to complete your corresuondence thanking Toe *,r • * u 1 t 1 1 J 1 •_ , ,; ,,,,. 1T -i 1 *u 1 \ 4. i^i T 1. iT if Maintenance; 2s hr and/or quarterly schedule m- Erk (Flight luly 25th and August 8th), mav I on behalf ... , D , , ( , , of all the naval pltots thank those " matelot efts "" for a similar STJi^ """ " replacements and • difficult job so admirably performed on H.M. carriers and presumption at'average oV7 gal' per'hr aV« *" Naval air stations? ^ l .6/01 Whether it was the squadrons in the desert (still unsung and Q£ c°nsump^on "^ 'avenge' '2 "pints' P«" li'r" plus at one time a respectable percentage of the Desert Air Force) h ^ at every 50 hr at average 5s per nal .. . . £12 os or those on carriers in northern waters Jack Erk never of A Renewal :M. of C.A. fee . .. ... £5 5s tailed to come up to scratch when required. C of A • Overhaul cost Ao os Although the conditions under which he worked were some- • £- j overhaul. Average'yearly' portion of cost "ior times reasonable at other times they must have been hell. c8ompiele overhaui (assuming complete at 600 hr Those pilots who have manhandled and picketed aircraft on an a^e CQst f £ less replacements ^10 os icy flight deck or m sweltering tropical heat had a minute in- insurance: Comprehensive and third-party cover, sight of "ha everyday lite, but m spite of plenty of grumbling aye fi Pcent of yalue (, f ^t ya, often increased by inadequate shore leave for no apparent , J3, ' s ,, reason, the spare aircraft was " always on the lift when re- * ' ' ' ' '" -i 2- quired " (assuming the drivers of the previous flight had not ' lotal ^347 53 favoured the eighth or ninth wire!). ' Depreciation,'not included above, is dependent on the second- My individual thanks to my old erks, wherever you are, oi hand market value of the type afteri say, five years' operating 803, 806 and 885 Squadrons (always providing the same aircraft is still intact with a current D. S. PAPWOR1H (ex-Lt. (A.) K.iVV.R.), c. of A.), and might by that time have no market value what- _,-_„_., ..... ever, and therefore depreciation must be at 20 per cent of its AIRCRAFT DISPOSAL hALKh original value. For a ^1,000 aircraft at this rate^of deprecia- Clabs Not Getting a Fair Deal tion a ngure of ^2oo should be added to the cost of operating. T^HE members of this club, now numbering over 100 and The above figures are estimated costs only, bearing in mind |v -1- all keen pilots, view with dismay the Ministry sales of air- the lighter and cheaper types, but if one considers the heavier Ingraft; we have tendered in four oi the disposal sales, and, as of the "light types" of approximately 3,000 lb a.u.w. with a before, again we are unlucky. higher powered engine of 2/300 h.p., obviously the costs will We do not doubt that there are many genuine owner-pilots be much more for fuel, oil, insurance and, again, depreciation, and other clubs that need aircraft as badly as we do, but il Hangarage is also a nebulous cost at the moment, but pre- does seem to us that most of these aircraft are going to the war it ranged from £30 to £75 per annum dependent upon "combines" rather than the clubs. station, whether sheltered in open hangar amongst other air- One can look in the sales column of any aeronautical maga- craft, or in private " lock-up "—the latter being the most zine to find Tiger Moths and the like offered for sale at prices expensive as a rule, from £800 to -£925 each. There seems to be no doubt at all Doubtless there will be other figures; of costs put forward, that these must be the same aircraft that are offered in the and I quite expect there will be adverse comments made upon sales at which, as you are aware, the Ministry does not bind the figures shown, but, as 1 see it, one must take into account itself to accept the highest or lowest or in fact any tender. these items, and to say that the average annual cost of running What chance then have we, the " poor " clubs, got ? We tender a light aircraft is between £5/600 is not very far short of actucil in the sales with no luck, and will be forced either to disband figures. Landing fees, according to the new scale (if State- or greatly increase charges to get our members airborne. owned airfields are to be USK!) of course must be added. We do not expect the Government to give us much, but we E. D. AYRE.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
