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Aviation History
1949
1949 - 2008.PDF
PLIGHT, 15 December 1949 FEW of us, pilots or non-pilots, can remain immunefrom the thrill, momentarily breath-taking, thataccompanies the roar and thrust of engines as an airliner accelerates down the runway and one tenses tothe crescendo of noise and throbbing as the throttles approach their stops. It is forgotten immediately as onesurrenders to the movement, and the senses change their focus to try to detect the instant of take-off. Not untilthe earth is falling away does the noise again obtrude, this time to contrast the frenzy of take-off with the almostphysical relief which one shares with the engines now purring on the climb. So it was with our Stratocruiser asit raced between the lines of white lights marking the runway at Seattle and, lifting imperceptibly off its wheels PAkl III : Seattle to New York : Impressions in the Air : A Change 0/ Airscrews : The Flight Home By the EDITOR —first the main wheels, then the nosewheel—started toclimb before circling the city and setting course for the east. Caledonia's first take-off in the hands of a B.O.A.C. crew—for there is no acceptance test—was smooth and occa- sioned the minimum of action from the pilot. For a startthe captain took the nosewheel control and throttles and the first officer the wheel, while the engineer officer fol-lowed up on his throttles. An order from the captain and the engineer completed the throttle movement, while thecaptain, as the rudder became effective, took over the main controls. The maximum take-off power—3,500 b.h.p.per engine with A.D.I.—was used. The corresponding boost and r.p.m. are 58m and 2,700 r.p.m. Only thebuilt-in supercharger is employed for take-off, the turbo- blower being for use at altitude. The speed mounted, 75-80 kt, 90-100 kt, and the firstofficer called "V.i," the speed above which the take-off is continued even if an engine fails or below which enginesare shut down, pitch reversed and brakes applied. The V.i speed varies with load, and on our take-off from Seattlewith 132,000 lb a.u.w., it was 98 kt with rudder boost in use ; at full load it is 109.5 kt. Next, " V.2 " was called—the minimum speed for hold-ing direction following an engine-cut. This is equivalent to the three-engine safety speed for the load concerned. STRATOCRUISER Take-off power is maintained on the Stratocruiser untilit is established in the climb, and the gear is on the way up. After this, rated power (2,800 h.p., 2,550 r.p.m.) is usedat 140 kt until 200ft is reached and, thereafter, climbing power at 165 kt climbing speed. Normal climb power isheld with the aid of the turbo-blower at 50m manifold pressure. The last 10,000 lb of weight up to the 142,500 lbmaximum makes a pronounced difference to the feel and length of take-off ; e.g. and loading must also be watchedvery closely at full load. The aircraft is inclined to nose- heaviness. The magnificent cockpit had impressed me from thestart; and now, having seen the crew installed and working in complete comfort, and having experienced a nighttake-off sitting beside the first officer and with a supemumary captain seated beside the cap-tain, I realized that in this feature at least the Stratocruiser exhibits superior qualities whichno crew will wish to relinquish again. The only aircraft I can remember with anything like thespace, comfort and view is that Rolls-Royce of old bombers, the Short Stirling. As Caledonia circled Seattle to the right, thehuge greenhouse nose offered an unsurpassed view up, down, ahead, sideways and even tothe rear. It was quiet enough to talk freely and easily, the ride was smooth, and the tem-perature was comfortable. The initial climb following a long take-offseemed a little sluggish, but, as height was gained, so the aircraft got into its stride and therate of climb seemed to improve. An average rate of about 700 ft/min was maintained. Caledonia at Hartford, the home of the UnitedAircraft Corporation. The picture was taken from a helicopter. " Flight " vtiotograph. .i
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