FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1948
1948 - 0406.PDF
34° FUG Ht MARCH 25TH, I948 CAR. 0.4-B regulations. The landingweight is 08,000 1b and the pay load 14,758 lb. Operational weight empty, in-cluding all residual fuel and crew, is 48,242 lb, and Canadair claim that themaximum continuous cruising speed at 32,000ft is 325 m.p.h., and the economi-cal cruising speed at 25,800ft at the maxi- mum all-up weight is 315 m.p.h. Rangewith 8,750 1b is 4,060 statute miles, but with the maximum payload in still air itis 2,900 miles. The four-engine service ceiling was found to be 29,900ft at68,000 1b weight, and flying tests have shown that the Cana<lair IV can be landedover a 50ft screen in 1,500 yards, and moreover after being flown off the groundduring take-off, it can be landed and brought to a standstill in slightly lessthan 1,700 yards. If B.O.A.C. will consider purchasingthe Canadair IV, the company would allow the Corporation to make paymentover n prolonged period, as the aircraft earned money. The Canadians would be prepared to grantpreferential terms to British operators, owing to the good rela- tionship which exists, and such arrangements would certainlynot be granted to other countries. The actual -price would be about $540,000 for each aircraft, taking into account the costof the engines, which would naturally have been paid for in sterling. Two Canadair IVs could be purchased for the price ofone Stratocruiser or one Constellation 749 with duty. Obviously the most important feature is that any number up to five ofthese aircraft could be delivered to B.O.A.C. immediately and one each month could then follow. When asked whether there was any possibility that the air-cra-tt might not be suitable for Empire routes, having in mind operating difficulties in tropical conditions from airfields athigh altitude, Mr. T. J. Emmert, the assistant general man- ager, was confident that all tests which had been made wereas exacting as any operational conditions that could be met on the B.O.A.C. routes. The Merlin, he said, had been foundto be an efficient engine when taking off in tropical conditions from airfields at 6,000ft. With 80,200 1b the Canadair IVwould unstick at sea-level on three engines in just over a thousand yards, and on four engines in just over 900 yards. Exhaust noise and cooling had received a great deal of at-tention and Canadair have designed a fresh-air cooling shroud which is highly successful. Pressurization was effective, anda cabin height of 8,000ft could be maintained up to 20.000ft and of 11,200ft up to 25,000ft. Ground pressure could bemaintained up to 9,500ft. The introduction of Canadair IVs on the B.O.A.C. routes would establish maintenance basesand a spares organization around the world since the ex- tended B.O.A.C. routes to the Far East will eventually link-up with the projected T.C.A. routes westwards across the Pacific. Such an Empire scheme would be of obvious benefitto the English and Canadian operators, not only on scheduled services but on those occasional and increasingly frequentlong-distance charter flights which are periodically under- taken. Canadair plans for the future are not decided, but areplacement for the DC-3 has been suggested. There is no immediate plan to enter the field of military aircraft produc-tion. Avro Canada In the plant at Toronto, occupied during the war by theVictory aircraft company and in which Lysanders, Ansons, Lancasters, Lincolns and one York were built, A .V. Roe,Canada, Ltd., has been established. Although Sir Roy Dob- son is president of this company, which is a member of theHawker-Siddeley group, there is no control from Great Britain. Mr. E. H. Atkin, who was assistant to the late Roy Chad wickin designing the Lancaster at Manchester, was made chief designer of the Canadian factory soon after the end of thewar, and he is now responsible for the design of the C. 102 jet transport and the jet fighter which is being developed for theRoyal Canadian Air Force. Trans-Canada Airlines are operating, and will continue tooperate, Douglas Dakotas along the inter-city routes across Canada, but the time is not far distant when a replacementtype will be necessary, and it is for such a purpose that A. V. Roe, Canada, have designed, in co-operation with T.C.A., thejet airliner Type C.102. Over Europe, with traffic conditions a:; they are at present, and with no signs of immediate im- An artist's impression of the A. V- Ros Canada jet airliner £.1^02, the prototype of which is expected to fly early next year. The power-assisted steeraSie nosewheel, together with the hydraulic system for flaps and undercarriage operation, is being supplied by Dowty Equipment, Canada, Ltd. provement, the operation of gas turbines cannot be an econo- mic proposition on short hauls. In Canada, however, where the average distance between important cities is about 500 miles, and with the corridor air traffic control system operat- ing successfully, vertical stacking is unknown, and conse- quently there is a place for the airliner powered by gas tur- bines. Moreover, the traffic potential is sufficiently large to warrant high frequency and therefore high speed is an economic requirement. Before air traffic intensity is so great as to cause congestion, it is hoped there will be far-reaching developments in control. ' Long-Term Policy The Canadians look upon airscrew turbines as an interimmeasure only, and have made it a definite policy to develop the turbo-jet for civil purposes. The C.102 has been designedas an all-metal low-wing monoplane to accommodate 40 pas- sengers, with a range of about 1,000 miles and a cruisingspeed of about 400 miles an hour. Four Derwent V gas turbines, each giving 3,500 lb thrust, will be installed in pairsin a single nacelle on each wing but having separate jet tail pipes. The designers have accepted the military developmentdata for this engine and claim that the C.102 will be more economical to operate than aircraft at present in use. Inappearance, the transport is conventional; having a slightly sharper nose than that of the Tudor, but with a single largetail and cylindrical, fully pressurized and air-conditioned fuse- lage, and a high tailplane. The speed of the C.102 will per-mit about two inter-city flights in the time taken by the Dakota to make one, and since the traffic potential is high,there will be a resulting high utilization and economy. In about twelve months time, this aircraft should fly for the firsttime from Malton airport at Toronto, and already A. V. Roe have created an enormous amount of interest in Canada byspreading the news of impending jetsound and jetspeed. News of the Chinook gas-turbine was scarce, but development kprogressing satisfactorily and they are confident of its u mate success. Whilst in Canada I thought it would be interesting to knowdetails of the type of freighter that would be most acceptable for use in the North American Continent, and a rough specificationsuggested that a range of 1,500 miles was essential, with a capa- city of about two tons, powered by at least two engines. Ahigh cruising speed was not thought to be essential, and 200 m.p.h. was mentioned. Owing to the development of miningin Canada, a freighter will be necessary for carrying equip- ment into remote areas and for flying out the mined metals.For this it was thought that the aircraft should be capable of landing on water, and should, therefore, be equipped witheither floats or a hull and also be convertible for use with wheels and skis. There WLSR also a strong line taken that per-formance should include exceptional climbing ability for fly- ing out of small areas surrounded by tall trees or hills. Aboveall, easy maintenance would be essential. LTnfortunately there was no lime to visit de "Havillands. METEOR TRAINER FLIES March 19th was the date of the first flight of the Gloster Meteor Trainer (two R.-R. Derwent V). The pilot was S/L. Waterton and the "pupil " Mr. Rodney Dryland, another Gloster test pilot, Waterton reported little difference from the fighter version in handling qualities
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
