FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1947
1947 - 0288.PDF
igo FLIGHT MARCH 6TH, 1947 TUDOR TOPICS to alter the shape of the wing trailing edge near the fuse- lage. The Tudoi II is reported to be more docile than the Tudor I, and the troubles experienced with the I will not therefore necessarily develop in the II. The aim is now to push back the speed at which buffeting occurs to approxi- mately the stalling speed, and at the same time improve the drag characteristics and so increase the A.M.P.G. figure. The fuel consumption figure specified for the Tudor I was 1.2 A.M.P.G., while that recorded at Boscombe was r.12. The Avro company believe that aerodynamic im- provements will now bring the figure up to 1.17. The Merlin engines are understood to have shown signs of over- heating at very weak settings, but it is thought that with development the economy may be improved, and a final figure for the Tudor I of 1.3 A.M.P.G. achieved. Direction on Take-off A cure for the take-off swing may be harder to find. The original modification to the fin and rudder presumably had something to do with this as well as the meeting of A.R.B. asymmetric requirements, and had there been a ready solu- tion to the swing, action would already have been taken. It has been said that the more pronounced swing experienced during the trial flight in Africa was caused by the increased flap (authorized for high-temperature low-density condi- tions) blanketing the tail surfaces. This probably had its effect, but as some trouble was experienced even on the more normal take-offs, it does not seem likely that the increased setting of flaps can be the whole cause of the trouble. One of the greatest single problems for Avros has been the development of cabin-conditioning equipment. The design of the fuselage structure for pressurized flight was a creditable achievement. The only modifications required after extensive ground pressure tests were the addition of two stays to the cockpit roof structure, just behind the wind-screen frame members, and the use of lighter gauge formers in the nose—the first ones having proved unneces- sarily heavy. Heating, compressing, filtering and other units have been a different story. First, compressor bearings were not oil- sealed and glass wool was not available for silencing. After several apparently successful tests, however, an official- and public trial flight in a pressurized cabin was arranged. Unfortunately on this occasion some oil crept through the bearing and^* (, on to the textile subl^ for glass wool. Spon- taneous combustion and smouldering resulted On its African development flight the B.O.A.C. Tudor Ivisited Almaza airfield, Cairo. altitude increased, hence the partial "kippering" ot Ministry officials and members of the Press. Heaters contributed to Avro's troubles by occasionally blowing out, sometimes at 10,000ft, other times at 25,000ft,. in an irritating and inconsistent manner. They have been (Left) The spacious, well-lighted, tunnel-like cabin of the Tudor II pro-vides ample space for luxurious furnishings. Most passengers have a very good view. (Right) Absence of internal structure in the outer wing of theTudor facilitates the stowage of large, flexible fuel tanks.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
