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Aviation History
1947
1947 - 2107.PDF
DECEMBER IITH, FLIGHT 6.57 American Newsletter . . , . . As it is, I doubt if we shall now see it as such, anyway with its present power plants. In the transport category the history of the Stratocruiser and its development from the B.29 is already known, and over 100 hours of flight testing have so far been completed on the two prototypes. The first Atlantic proving flights for this machine are expected early in 1948. The D.C.7, of which only a few are being built for the Air Force, was a straightforward development of the D.C.4 and D.C.6 series, and the fact that only a small number are under construction is due more to tactical requirements than to the efficiency of the machine. Much the same applies to the Glenn Martin Mars. This was built to U.S. Navy and Martin specification during the war, and after a rather unfortunate series of accidents during its early flight test- ing became a wonderful work-horse, carrying passengers and cargo with great regularity across the Pacific. When the war ended., quite a number of these were on order, but this order, like so many others, suffered cancellation, and there are probably not more than half a dozen of them in use today. This machine served a good purpose inas much as it demonstrated the reliability of over-water cargo aircraft, at least in areas like the Pacific. The Lockheed Constitution is another Navy project (although at the time of its building. Pan American Air- ways had more than a passing interest in its construction). It was always recognized that, until airscrew turbine power units were available, this could not possibly be an ^econo- mical aircraft, and its present four P. & W. 4360 e*ngines are far too small for its designed all-up weight, although it has flown very successfully at lower weights, believed^ to be 160,000 lb. All the same, it seems doubtful if fur- ther aircraft of this type will be built. The "Flying Wing" M.35 and its jet-engined brother the B.49 are both military projects. Both have flown successfully, and reports say that but for continual airscrew trouble on the B.35, much test flying would have been completed. Incidentally, to anyone who knows the Northrop Air- field, the use of this for the first take-off of such a radi- cally new design might seem unduly hazardous—but the firm were quite confident and both initial flights were per- fectly successful—although the destination was the Army base at Muroc Lake and not back to Northrop Field. It is, however, the last three machines on the list which are by far the most interesting from a size point of view. The B.36, designed and built by Consolidated- Vultee, was first put down on paper during the war, and at that time the specification looked nothing short of fan- tastic. Photographs and major details of the machine have appeared in all the aviation papers, and a certain amount of test flying has already been completed. At present fitted with six Pratt and Whitney 4360 Wasp Major engines, driving pusher airscr6*vs through shafting, it is a design that can hardly come to its full importance until airscrew- turbine engines are available. Not unnaturally, the juxta- position of flaps and airscrews has presented the designers with some awkward problems, which they may not yet have overcome, but the fact remains that the XC-99, which is the Army transport version, has now made its maiden trip out at San Diego airport, so there cannot be much wrong with it. Although Consolidated have had plenty of experience in the building of large aircraft, to have been so successful with these, the world's two biggest landplanes, reflects great credit, on all concerned. HUGHES NEWSE T, but most certainly not least on the list, is the 32oit-span Hughes flying-boat, and if there is anyone who thinks that a machine designed for an overall weightof 400,000 lb isn't big, they had better take a look at this one! As a matter of fact, there has been plenty of dis-cussion here about this boat, -for its conception, design, cost, and general existence have been the subject of aCongressional enquiry. This, even if it failed to pin political chicanery or financial finagling on to the people itoriginally suspected, did unmask some most unfortunate abuses of position in high-ranking places. At one timethe enquiry also delighted the public by exposing a detailed analysis of a most colourful expense account which wassubmitted by one of Hughes' chief employees. Later on the audience rose in their seats to cheer a battle royalbetween Hughes and a leading member of the investigat- ing committee—out of which the Senator concernedemerged in rather a battered condition. Hughes himself, apparently vindicated, stalked out ofall this as tough and unrelenting as ever, got into his pri- vate aircraft and flew himself back to the West Coast.wrhere he proceeded to take his big boat off the water during its preliminary taxying tests! Admittedly it waslight (for its size), probably around 275,000 lb, but this gesture of defiance was not lost on the American public.The wisdom of so-doing seems doubtful, but Hughes is not a man who does things out of bravado, and he must havegiven due consideration to what he was about to do. As a matter of fact, one of the reasons that the flight test-ing was so long delayed was that the entire operation of the controls had to be redesigned. The original systemwas found to be so heavy, even in the dock, that a new power system had to be designed and fitted before evenwater-taxying could be considered. What will happen to these really big aircraft is any-body's guess. My own personal opinion is that, except for certain "prestige" operations, such big sizes are unlikelyto make any money for their operators, and I would (apart from military requirements) put my money on the 150,000lb aircraft rather than on the mammoth boat or landplane. BACK HOME On Monday, December 1st, the Nene-engined A.W.52 flew from Bos- combe Down to the Company's airfield at Bitteswell. Before landing, the aircraft flew over Coventry and over the Armstrong Whit- worth works so that many of those associated with its design and con- struction might for the first time see it airborne. Although unusual, if not almost grotesque on the ground, the 52 was de- scribed by witnesses as beautiful in the air.
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