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Aviation History
1950
1950 - 0633.PDF
FLIGHT, 30 March 1950 AMERICAN NOTEBOOK . : : C-97A Stratofreighter. According to Boeing, the conver- sion job would be relatively simple and it would naturally make possible a greater operating altitude, higher speed and heavier gross weight for the stratospheric family, since these aircraft were originally designed for stratospheric conditions with a basic structure built to withstand a higher degree of cabin pressurization than is now used. In other words, the turboprop installation will enable the Strato- cruiser to stratocruise. Boeing design studies indicate that with four XT-40A turboprops the Stratocruiser or C-gj could carry more pas- senger or cargo payload ; the required field length would be considerably shortened, in spite of the higher gross weight; and some 1,000 U.S. gallons of additional fuel could be carried, since it is estimated that the overall weight of the turboprop installation would be approximately 25 per cent less than that of the present piston engines. Apropos which, a question that comes to mind is just where will the extra fuel be housed? Assuming that it can be stowed internally in the wing, one imagines that the con- version job will be somewhat bigger than optimistically appears at first sight. Ferhaps we shall witness a new commercial fashion in external wing-tip tanks for these turboprop conversions. After ruminating within the deep shadow on the turbojet side of the hedge, Douglas engineering executives are also now reported browsing in the verdant patch which has sprung up on the other side. Whether this means that Douglas have temporarily given up their earlier civil jet studies we do not pretend to know. Somehow, with one eye warily cocked at Lockheed, we hardly think so. But engineers are like politicians in at least one respect—they have a disconcerting habit of climbing on the passing band- wagon and, just now, the trumpets are playing an enchant- ing fanfare on the turboprop theme. With the Allison XT-38 and XT-40 about ready to drop their "X" classification and receive C.A.A. endorsement for the civil market, Douglas believe that turbopropped versions of their existing transport types will enable them to cover just about the entire, field of air transport require- ments for the next decade or so. Thus, the turbopropped DC 6A and 6B airframes would take care of the domestic (medium-range) passenger and cargo market, while the C-74 (Globemaster-I) and C-124A (Globemaster-II) would fulfil similar roles in the trans-oceanic (long-range) class. Now that Boeing and Douglas look like joining Convair in the turboprop chorus on the Allison band-wagon, it be enlightening to watch the reaction of Lockheed, hitherto considered the best 'bet lor starting the civil-jet race off the mark in the U.S.A. It is a fair certainty that both the Constellation and the Constitution have been well and constantly turbopropped on paper and so we need not be too surprised should Lockheed decide to keep in chorus with Boeing and Douglas. On the other hand, unless we are very much mistaken, the Lockheed engineering team are still highly jet-conscious and their thinking—ii not their design configuration—is very much along de Havilland lines. One potent factor which may throw a discordant note into the turboprop symphony -is recent trouble with high-powered auto-feathering airscrews; and, in view of the higher powers and reduction gears now con- templated, this problem could get worse rather than better. Which is not to imply that the turboprop cannot stand fairly and squarely on its own technical merits when used within its proper boundaries on the speed-altitude chart. Broadly speaking, the boundary fence between prop and jet may be defined as that somewhat nebulous level known as the tropopause, which may lie anywhere between 30,000 and 40,000 ft, depending on the prevailing temperature conditions. Again, looking at the economic and opera- tional facets of the U.S. air transport picture, there is not much doubt but that the turboprop is the next logical step-up from the piston engine—especially' where, as is the case in America, there are a number of well-tried air- frames in existence which appear readily suitable for the conversion process. From the British viewpoint it would be comforting—- but naive—to think that our American friends (and keenest competitors) were resigned to leaving the high-speed jet transport field wide open for our peculiar benefit. Before long, the burning question of U.S. national prestige will almost certainly dictate otherwise, especially when con- sidered in relation to acknowledged American jet progress in the military sphere ; moreover, both logic and economics will be quickly brushed aside as soon as the restless dynamics of the national character asserts itself on the political front. The political kettle, indeed, is almost on the boil. Our own personal credo is that although the turboprop will remain with us for, possibly, the next ten years or so, this same period will also mark the opening decade of the jet half of the century along the mercantile "highways" of the world. Having started with high aspiration by hitching our band-wagon to a jet star, it clearly behoves us not to sit back and let the turbopropagandists sprinkle salt on the Comet's tail. Obviously the 10,000-lb turbojet is not far off, so we trust that Britain's bright.young designers will be ready with the long-range airframe—a Super Comet, with or without tail. MAINTAINING A TRADITION ^PHOUGH it seems a far cry from horsed coaches to airliners. 1- it is nevertheless fitting that one of the ancient livery companies of the City of London—the Worshipful Company of Coachmakers and Coach Harness Makers—should foster the tradition of numbering among its members many who have played a responsible part in the development of transport through the ages. Thus, coming up to the present day, many prominent figures connected with civil and military aviation as well as the automobile movement, will be found taking part in the functions of this historic body. Last week, when the Coachmakers held their annual dinner at the Grocers' Hall, the following were among those in the industry and the. Royal Air Force who accepted invitations: Sir Frederick Handley Page, Air Chief Marshal Sir Ralph Cochrane, Sir James Barnes, W/C. W. T. Barnes, Sir Graham Cunningham, A.V-M. Sir William Cushion, Col. W. C. Devereux, A. Cdre. P. F. Fullard, Sir Arthur Gouge, Mr A. E. Hagg, Mr. Kenneth Horne, G/C. F. C. V. Laws, Mr. Eric Mensforth, Sir George Nelson, Mr. H. G. Nelson, Capt. G. P. Olley, Mr. F. Rowarth and W/C. R. H. Stocken. MILES AIRCRAFT SUMMONSES AT Marylebone Magistrates' Court on March 21st. Mr.Frederick George Miles (former chairman and managing director of Miles Aircraft, Ltd.) and Sir William Malcolm Mount, Bt. (former financial executive of the company) were formally committed for trial at the Old Bailey on April 24thon summonses under the Prevention of Fraud (Investment) Act, 1939 Bail of £500 was renewed in each case. The charges arose from alleged concealment of facts and mis-leading statements made in a share prospectus concerning the manufacture of Aerovau, Merchantman and other aircraft. ARLE COURT CELEBRATES ON Friday, March 17th, the service engineers of Dowty Equip-ment, Ltd., held their annual dinner at Arle Court. Cheltenham, and a most convivial evening was thoroughly en-joyed by everyone present. Mr. George Dowty and Mr. R. H. Bound made light-heartedspeeches, Mr. Dowty referring to Ezekiel Ch. I, verse 19, and expressing the hope that it would not cause trouble for his patentengineer. Entertainment was provided by Mr. Sam Costa, Mr. Jack Train, and Mr. Geoffrey Richardson, the last-named beinga member of the Dowty drawing-office staff; his work on the stage, however, gave no hint of amateur status. Among thosewho laughed without stint at the "cracks" of Mr. Costa and the seemingly never-ending stream of Mr. Train's stories, wereMr. R. E. Bishop and Mr. C. G. Long, of de Havillands; Mr. A. E. Russell and Mr. F. H. Pollicutt, of Bristols; Mr. S. D.Davies and Mr. H. Rogerson. of Avros; Mr. P. G. Crabhe, Mr. W. G. Carter and Mr. R. \V. Walker, of Glosters; Mr. A. Daven-port, of Westlands ; Mr. H. R. Watson, of Armstrong Whitworth Aircraft: Mr. R. H. Chaplin and Mr. F. Cross, of Hawkers; andMr. J. Wright, of Dunlops.
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