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Aviation History
1948
1948 - 1342.PDF
228 FLIGHT AUGUST 26TH, 1948 Percivals on Parade . . . for operation in hot climates and from airfields at high altitude, but might also be adopted for use in this country. The additional 45 h.p.—the Queen 51 gives 295 h.p.—greatly improves the Prentice's performance, and any lingering doubts about its aerobatic qualities were dispelled in some minutes of individual demonstration, commencing with no fewer than twelve turns of spin, all clearly visible from the outset at about 5,000ft. The first few turns were steep, then the spin was flattened out, and finally steepened again before recovery. After the spin, Weldon, who is to demonstrate the Prentice at Farnborough, went Nearest aircraft in the Prentice line-up is the T. Mk. 2 with supercharger D.H. Gipsy Queen 51 engine. The air intake is on the port side. The odd tail just visible among the Prentices belongs to the Gull Six origi- nally owned by Miss Jean Batten. (Above) the compact Queen SI installation with supercharger casing and air intake visible at the rear end. through a series of clean and convincing rolls and rolls off the top with just sufficient height for safety. Externally, the nose of the Prentice T. Mk. 2 with Queen 51 is hardly distinguishable from the T. Mk. 1. However, the port-side air intake gives it away. The improved speed, and particularly rate of climb, of the T. Mk. 2 will answer the main criticism still levelled by some pilots at the Pren- tice. Experiments are being conducted with alternative tail designs, a lengthened fuselage and a twin-tail layout being under consideration. Principal performance data for the T. Mk. 1 and Mk. 2 at full load are as follows: — PRENTICE PERFORMANCE DATA PRINCE OPERATING COSTS Max speed at S.L Max speed at altitude Max. cont. cruising (at 2,200ft and 5,400ft respect.) Economical cruising (at 3,500ft and 12,200ft respect.) Flaps-down stalling speed (crew of 2) Max. rate of climb at S.L. ... Max. rate of climb at 5,000ft Time of climb to 5,000ft Max. range at S.L. (133 m.p.h. and 129 m.p.h. respect.) ... Max. range at 5,000ft (138 and 139 m.p.h. respect.) All-up weight Take-off in still air (Mk. I normal temp., Mk. 2 tropical temp.) S.L. from concrete ... S.L. from grass to clear 50ft At 5,000ft from grass to clear 50ft T. MIc. I 150 m.p.h. 146 m.p.h. 145 m.p.h. 140 m.p.h. 55 m.p.h. 700ft/min. 500ft/min. 8.3 min. 454 miles 485 miles 3,9501b 175 yd. 390 yd. T. MIc. 2 150 m.p.h. 168 m.p.h. 156 m.p.h. 155 m.p.h. 5.2 m.p.h. 920ft/min. 700ft/min. 7.1 min. 505 miles 517 miles 4,0001b 205 yd. 420 yd. 435 yd. Depreciation Insurance Interest ... . . Crew's Salary Total Fixed Costs per Hour Petrol and Oil (176 m.p.h.) Atrframe Maintenance ... ... ... Engine Maintenance Total Flying Costs per Hour Total Direct Costs per Hour Pence per mile (156 m.p.h. "journey speed ") Pence per Passenger mile (8 passengers) Pence per Passenger mile (10 passengers) Pence per ton mile Flying Hours per Year 500 £8.00 £2.60 £1.44 £3.72 £15.76 £3.02 £0.97 £0.76 £4.75 £20.51 31.6 3.95 3.16 36.2 1,000 4.00 1.30 0.72 1.86 7.88 3.02 0.97 0.76 4.75 12.63 19.4 2.43 1.94 22.3 1,500 2.67 0.87 0.48 2.48 6.50 3.02 0.97 0,76 4.75 11.25 17.3 2.16 1.73 19.9 2,000 2.00 0.65 0.36 1.86 4.87 3.02 0.97 0.76 4.75 9.62 14.8 1.85 1.48 17.0 AIRCRAFT PURCHASING METHODS RECOMMENDATIONS on methods for purchasing aircraft-»-»• for the British airline corporations have been made by the special committee set up by Mr. Attlee and led by Mr. J. C.Hanbury-Williams. They have received preliminary considera- tion by the Government, but no decision has yet been arrivedat. Rumours have been circulating that the three corporations were to be given complete freedom in the purchasing of air-craft, in order to reduce costs and eliminate production delays. There is so far, however, no official confirmation of this.
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