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Aviation History
1950
1950 - 0034.PDF
FLIGHT, 5 January 1950 CANADIAN CONTENDER .„.'. (Continued from page 15 in photogravure section) between the jet pipes. The simple landing flaps on the prototype will also be replaced "by double, slotted flaps at a later date. Another improvement in mind is the incorporation of the cabin air-intakes in the long lead-in wing fillets. This would eliminate the prominent ventral scoop now fitted. Designed for operation at 30,000ft, the cabin is pressurized to a differential of 8 lb/sq in, and thus to give 4,000-ft conditions at altitude. An automatic regulator has been designed to maintain sea-level conditions to 21,500ft. Reference has already been made to the elimination of the servo rudder, made possible by the unexpectedly good asymmetric control and effectiveness of the primary surface. The thrust line of the jets is not only near the aircraft centre line, but also acts approximately through the e.g., and thus there is little fore-and-aft trim change with altera- tion of power. It is understood that the servo elevators will be retained to look after extreme e.g. positions. Each outer wing carries two fuel tanks, giving a total capacity of 2,300 Imp. gallons. It was indicated that, if necessary, space could be found for almost as much fuel again in the wing centre-section and remaining outer- wing space. In the cockpit is to be seen a further example of the functional diagram incorporated in the fuel cock layout. This idea is gaining in popularity. According to the position of the fuel cocks, the feed lines and direction of flow from tank to turbojet ar>? indicated on the diagram. Any tank can be cross-fed to any turbine. It is usual to start-up on the inboard tanks. -"""•--"-^';.'—^ A— Electro-thermal Deicing Deicing problems have naturally demanded close atten- tion in Canada, and Avro's are putting the aircraft through a really rugged weather-test schedule. Wing and tail surfaces carry electro-thermal deicing strips, of which very good reports have been received. Power consumption is rather high, but only a thin strip at the nose of the rubber leading-edge is supplied continuously, the upper and lower portions alternating in their demands. The theory is that, having split the ice-cap which forms, the air stream will get under the edges and peel the two sections off. Unlike some rubber boots, this smooth, flush-fitting strip (into which are moulded the three sections of th^, element) gives an excellent surface-finish both from the aerodynamic point of view and that of preventing erosion. No attempt has been made to trim or furnish the cabin to date, but it is sound-proofed, and Teports from the crew indicate a very low noise level, except perhaps at the very end behind the jet outlets. From where the port-side rear door will be placed (the prototype does not have one) the noise increases rearwards, and at the rear wall is described as being like a "ball of noise"—in other words, it is localized. It is not excessive and does not spread forward, particularly if a partition is fitted, and several ideas are in mind for eliminating it altogether. In the cockpit all is silent, and the two R/T. roof speakers originally placed in the prototype (in place of headsets) have now given way to one speaker and a volume control. The cockpit itself is spacious and seems well arranged. View forward is well up to standard, but there is no provision for looking rearward. A crew of three is specified—two pilots and a radio-ojierator/navigator. On several internal routes, and with the equipment in mind for AVRO CANADA C.I02 JETLINER DATA (Four 3,500 Ib thrust Rolls-Royce Derwent 5 turbojttl) Span 98ft I in Overall length 82ft 9in Wing area (gross) 1,157 sq ft Wheel track (mean) Z2ft 6in Wing loading 51.86 Ib/sq ft Aspect ratio • 8.31 Take-off weight ... 60,0001b Landing weight (max.) 52,500 Ib Payload 12,700 Ib Fuel weight 18,330 Ib Max speed at 30,000ft Over 500 m.p.h. Cruising speed ... 450 m.p.h. Three-view general arrangement drawing of the Avro Jetliner. it, a crew of two will probably be considered sufficient. Experience with the existing nosewheel steering control— a small, self-centring wheel—has indicated that it should be brought nearer to the captain's left hand. This is being done. The angle of the nosewheel is marked on the control and hydraulic pOwer is used with electric actuation. On the main control spectacle are finger controls for the elevator trimmer and the servo-elevator surface. Regarding the flying and performance of the Jetliner, both Jimmy Orrell and Don Rogers have spoken well of the simplicity of handling, good asymmetric control and the aircraft's ability to meet designed figures. Some mislead- ing reports about its climb appeared in certain papers some few weeks ago, arising from a mild shoot-up at Malton. It was said then that the Jetliner could climb at 6,000 ft/miu ; " zoom ", however, was the word required. The maximum climb figure with representative load and normally-rated Derwents is probably 2,000-2,500 ft/min. This is quite adequate for the type. With 200 r.p.m. in hand on the turbojets, a T.A.S. of 496 m.p.h. at altitude had been achieved up to the time of the aircraft's first full check-over. Take-off compari- sons with airliners of comparable weight operating from Malton have proved interesting, and the small space required by the C.102 is reported to have surprised every- one. A figure of 1,700ft for the take-off run on a hot day (96 deg F) and with representative load and unstated wind, has been quoted to give an indication of capabilities. A landing run of less than 1,oooft is also reliably reported. By the time the aircraft is ready for operation the a.u.w. (at present 60,000 lb) will probably be about 62,500 Ib. Payload should have increased for some ways of saving structure weight have already been discovered. Approach and landing characteristics are reported to be very good, as is the stall power on or off. In this connec- tion low power-plant weight (or high expendable fuel-load versus high power-plant weight) are considered to be extremely important by the makers. By comparison with a piston-engined aircraft of comparable power, the landing weight at the end of a flight is probably as much as 6,000- 8,000 lb lower. A low wing-loading for landing must, it is felt, mean added safety. Much has yet to be learned about the Jetliner's economics, but rapid and promising progress is being made. Australia, Canada, the West Indies, have all been mentioned as suitable areas for its introduction and the makers have been quoted as favouring Australia because of the good weather and low traffic densities. As with any pure-jet aircraft, the fuel reserves for holding constitute a serious problem. In Canada the Jetliner and Comet are said to be com- plementary to each other, the one handling shorter ranges, the* other the longer, so the passengers may make journeys involving a trans-continental or ocean stage, followed by an inter-city stage, entirely by jet aircraft. Devaluation will have made a considerable difference to the cost of the Derwents and thus to sales prospects and in their modern plant at Malton, near Toronto, Avros have pre- pared to build Jetliners in quantity. They give full acknowledgment for the use of the knowledge and long experience of the other members of the Hawker Siddeley Group in England, and also for the production know-how drawn from American aircraft companies.
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