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Aviation History
1947
1947 - 0144.PDF
io6 FLIGHT JANUARY 30TH, 1947 :he way to smaller flying-boats—initially, perhaps, the 450 rn.p.h. 50-ton .80-seaters." Those who have taken the trouble to study the prob- lems will be aware that much of the alleged inferiority ot the flying-boat has been due to the fact that it has always had to operate with very makeshift terminal arrangements. No landplane service could possibly be run with as little ground organization, and the trend is towards more and ever more ambitious terminal facili- ties. These are a necessity for landplanes, while the comparable marine airport should cost a great deal less. We have often stated that operators have preferred land- planes largely because the ground equipment was pre- sented to them on a platter, as it were. Mr. Masefield used the brief but descriptive expression '' hidden subsidy." And what a subsid\'! Both Mr. Knowler and Mr. Masefield, but particularly the former, brought out the interesting fact (for such it must be assumed to be), that in»the very large sizes the flying-boat has a better percentage structure weight and pay load than the landplane, perhaps at a very slightly lower speed. Even that small disadvantage may disap- pear if the; Saunders-Roe scheme of drag-reduction by doing away with the step and blowing air along the hull bottom is successful in large sizes. Three CrashesC ERTAIN facts must be borne in mind if one would obtain a balanced evaluation of the recent regret- table mishaps to airliners. That so many have involved Dakotas can, at least in part, be ascribed to the vast numbers in use. The crash on a hilltop at Stowting could have happened^tpVanyVjfee. It was caused through the aircraft h»ii^«Dj3e^'arverted, and CONTENTS Outlook Ambassadorial Ingenuity ... Londonderry House ----- Here and There - Studying Safety - - Symbol of Power Echoes of White Waltiu n - His Majesty's Vikings - - - - American Newsletter ----- Civil Aviation News - - - - Correspondence - - - - - Service Aviation - - - - 105 - 107 - -110 - 112 - 114 - 116 a • 117 - 120 - 122 - 125 126 although the petrol gauges in the Dakota may have g a wrong indication, so might those of other machines. As for the other two Dakota accidents, the circum- stances appear similar but the.causes were probably very different. There seems to be little doubt that the Spencer Airways accident at Croydon was due to an engine fail- ing at take-off. The Kastrup crash, on the other hand, had every appearance of having been caused by elevator trouble of some sort. Geyssendorffer was one of K.L.M.'s oldest and most experienced pilots and he is not likely to have stalled the machine, unless there was something wrong with the elevator control. The finding of an elevator lock near the wreck offers a possible explanation. Of these three accidents, therefore, only that at Croy- don is likely to have any bearing on the question of whether or not the loaded weight of the Dakota should be permitted to remain at the figure at present approved by the British authorities. England. CTh?SJ??mG: ?*?"*? E"z?b*th- Master °f the Guild of Air Pilots, naming the Avro Tudor I Elizabeth of The ceremony, at London Airport, was performed by the Princess pouring Empire champagne over the nose of the aircraft.
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