FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1950
1950 - 0557.PDF
FLIGHT, 23 March 1950 365 winds had been forecast for part of the journey. It was possible to feel that the Ghosts were being started up, but, unless one looked behind the jet-pipes from the rear pair of windows one could not tell how many were running or on which side. With the power units idling on the tarmac, the high whine of the compressors could be heard quite clearly in the front seats, while in the rear seats a distant, muffled roaring or rushing sound could be heard from the jet-pipes. I could not detect any vibration even over the main spar, but in the tail a certain amount could be detected by pressing one's forehead against some part of the structure. I am told that this is probably the effect of the efflux on the rear fuselage rather than of mechanical influence transmitted through centre section and fuselage structure. Within three minutes of take-off the outside altimeter indicated 4,700ft. The Comet climbed smoothly through patches of stratus, and over the Thames east of the city 11,000ft had been reached 7^ minutes after take-off. From the time the pilot opened up the four Ghosts against the brakes at the end of the runway until opera- tional altitude was reached, I noted the noise carefully, not forgetting that the cabin was practically unfurnished. On take-off the jet roar was pronounced, the volume of sound being almost the same as in, for example, a Sky- master. The steady note was less irritating than that pro- duced by piston-engine exhausts and airscrews and, as would be expected, decreased in intensity as one walked towards the nose. Being of very high frequency, the com- pressor whine was less audible in the cabin when the Ghosts were running at high r.p m. than when they were idlin« On the climb the sounds «eem to become more Mr. John Cunningham, chief test pilot 01 the de Havilland Aircraft Co., Ltd., at the controls of the famous prototype. remote with each 1,000ft of altitude and cruising at over 30,000ft the noise level is better than on any contemporary air- craft 1 have tried except the Viscount, which is almost silent. Behind the jet- pipe line is, of course, the noisiest part of the cabin, but even there the powerful rushing noise is nothing to remark upon The smoothness is impressive and for even the slightest vibration one must search well back in the tail. Normal • trimmings and carpets will insulate it completely. At 09.30, fifteen minutes after take-orl, we were over the east shore of Dungeness at 21,500ft and with a cabin-altitude reading of about 4,500ft. The coastline was clear, but we soon entered sparkling layer-cloud at 24,000ft and felt a slight bouncing—little more than a tremble. By 09.34 we were in clear, bright blue sky at 26,000ft (cabin 8,000ft) with a full cover of medium-height st-cu hiding sea and land below. There was little impres- sion of height or speed and flying was liquid in its smooth- ness. I was surprised by the brightness and spaciousness of the cabin, with it cream roof, grey walls and floor and blue temporary seats. The almost square, low-set windows appear large from inside the cabin, and they give a good look-out to both outside and aisle passengers. Thirty-thousand feet was reached at 09.38 hr (cabin. 10,400ft). when the distance covered was just over 100 nautical miles. All was quiet and smooth except for a very occasional small bounce. We chatted over a glass of sherry, in warmth and comfort. At 70.00 hr I walked up to the cockpit and looked over the dials. The course was 163 deg M ; altitude was 3r,150ft ; indicated speed 273 kt and, on another instrument, 350 m.p.h.; Ghost r.p.m. 9,480; jet-pipe temperature 560 deg C; outside air temperature, —26 deg C ind. ; Mach reading 0.72. It may be remarked here that for reasons of passenger comfort with the cabin pressurization as at present, we flew some 6,000 to 8,000ft below the most economical level. Again, because it was the wish to reach Rome in two hours or less, in spite of rather adverse winds (and because plenty of extra fuel was available) neither cruising nor let-down were at all times carried out in the most econo- mical manner. Consumption per Ghost was probably some 25 gal/hr above average on the journey. Total consump tion on the outward journey was in the region of 900 gallons This the Esso Company replaced at Ciampino. supplying, incidentally, the first aviation kerosene to British specification to come from their Trieste refinery. A sample of the 4,000 gallons had been made available and tested and approved in England a week earlier An enthusiast'C wel- come was accorded to Britain's jet airliner on arrival at Ciampino airport, near Rome. Only 2 hours 2 minutes had elapsed since take- off from Hatfield.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
