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Aviation History
1948
1948 - 0329.PDF
MARCH IITH, 1948 FLIGHT 279 '•i. CS.A. AT HOME: Two Dakotas belonging to Chechoslovakian Airlines on the apron In front of the new control tower at Prague air- part. Record traffic is expected this year ; the Sokol gymnastic festival will, it is anticipated, attract over a million visitors. Committee for Air Exchange : New Chrislea Ace Flies : Design Study for Long Range Transport ATLANTIC SERVICE POSTPONEDT HE Irish Government has caused a postponement in open-ing the Irish transatlantic service pending a review of the expenditure involved. Aer Linte Eireann has been makingpreparations to open a service across the Atlantic to New York to commence on March 16th, and thereafter a thrice-weekly round-trip service, flying from Shannon to Gander and through Boston to New York on two of the services and oneservice direct from Shannon through Gander to New York. Already more than ,£20,000 worth of tickets have been soldand the announcement was made on February 27th to the complete surprise of the executives of Irish Airlines. Aproving flight which was due to leave for New York on February 29th was cancelled. The decision has caused greatdisappointment throughout Irish Airlines, and although train- ing <>n Constellations is continuing, all plans for the trans-fe service are in abeyance. If the decision is made to indefinitely the transatlantic service it is not knownwhether the Irish Government intend to sell the entire fleet of Constellations, or maintain some or all for developingthe service between London and Dublin. This latter service with the Type 749 Constellations is flying to capacity with58 passengers four times a day in each direction. There are also two Dakota services morning and evening on the sameroute. In 1947, on the London-Dublin service, 65,602 pas- sengers were carried. That service is, of course, flown byAer Lingus. Some idea of the expansion of Irish Airlines since 1936 may be gained from the fact that 660 passengerswere carried in that first year and 2,687 during 1937. There was gradual expansion until 1945, when 19,103 passengers werecarried, and in 1946 there were 71,111. Last year, 132,416 passengers new in Irish Airlines. The unduplicated routemileage has increased in the same period from 278 to 4,707. AMBASSADOR ASYMMETRYT HE series of rules and regulations to ensure airline safetyis now demanding very complete checks of a civil aircraft's behaviour in extreme conditions at and near the stall. Inparticular, thf I.C.A.O. engine-failure requirements are such that both controllability and rate of climb in the asymmetriccase must be guaranteed in all emergency take-off conditions. Same two years ago, by way of a preliminary investigation, ; Mr. George Errington, trie Airspeed chief test pilot, made an exhaustive series of asymmetric tests with a Vickcrs' Warwick•used for Bristol Centamus development' These provided valu- able information to show what coukl be done while stiHretaining control in extreme conditions. More recently the prototype Ambassador has been subjectedby the same pilot to asymmetric stalling tests with flaps both up and down. The aircraft had already been put through anumber of more normal asymmetric tests without showing signs of any serious depreciation in handling qualities, so acheck in the more extreme conditions was not approached with any particular misgivings. With the flaps up and full pow«ron the port engine there were no worse effects than a pre-stall warning shudder. With the flaps fully down, and using theport engine only, the starboard wing dropped at the final stall, but quite gently, for twenty or so degrees before it could beheld. Equally interesting were the symmetrical stalling tests made at the same time. With the flaps up, a minimumequivalent air speed of 63 knots was reached with no worse result than the usual shudder and some considerable discomfortfor the observers, since the floor angle was such that no foot- hold could be maintained. With the flaps down and withpower equivalent to 30m (zero boost) the minimum control speed was 57.5 knots. This represents .•> CL max. of 2.55. The results of asymmetric climb measurements with the-Ambassador continue to be encouraging. A recent series of six tests produced the average figures given below. The rateof climb figures quoted have been corrected to I.G.A.N. con- ditions and the aircraft was being flown at an all-up weightof 45,000 lb; the provisional engine installations give a take-off power of 2,400 b.h.p. Height ft 5.300 10,000 R.P.M. 2,700 2.400 Boost InHg 46 E.AJS. Knots 106 112 Corrected R. of C. ft'min 460 260 Conditions Starboardprop Windmill-ing Starboardprop feathered In the first example the conditions are equivalent to thosecovering the I.C.A.O. take-off requirements, and in the second to the en route requirements at the height given. The take-offrate of climb figure may be a little higher than will normally
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