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Aviation History
1951
1951 - 1507.PDF
150 FLIGHT, 3 August 1951 The panel of one of several large automatic observers installed in the fuselage. Supporting framework for the camera can be seen, right. A group of passengers embark on No. 4 demonstration flight. The Braba- zon seems low on the ground although the stairway indicates otherwise AIRBORNE in the "BRAB" . . . for the attitude to be visible to passengers. The wheels touched so gently that it was almost impossible to tell the moment of contact without looking out of the window, and the run was shortened with the aid of the braking airscrews. At the controls, Mr. "Bill" Pegg commented that the only one truly manually-operated among all those surrounding his captain's station was that used to adjust his seat. The great majority of engine instruments and controls are to be found at the engineers' stations, the cockpit being neat, orthodox, and relatively simple. In the coming weeks an unretractable version of a new eight-wheel bogey undercarriage is to be installed temporarily in the Mk I. In this way it will have been extensively tested before incorporation in the Mk II. With the new bogey the Aik II will be able to use any runway strong enough to bear current airliners such as the Stratocruiser. We may be forgiven for pointing out once more that the Brabazon was designed on the recommendations of the Brabazon Committee to meet the requirements for an air- liner to maintain a non-stop service between London and New York. The route distance is 3,450 statute miles but, with reserves, a minimum of 5,500 miles range is required. The Brabazon I Mk I, with Bristol Centaurus piston engines, is the only civil aircraft which will meet this requirement, carrying 100 passengers and. a crew of 14. Best cruising conditions are found at 50 per cent engine power and 250 m.p.h. at 25,000ft. Following the prototype is, of course, the Brabazon I Mk II, a developed version fitted with Bristol Proteus turboprops, and this is a type of aircraft which could go into service on the North Atlantic route with a similar load to the Mk I but flying at 350 m.p.h. at 35,000ft. The Bristol company have worked out a schedule for regular non- stop Atlantic crossings with the Mk II aircraft and, assuming that a westerly wind of 70 m.p.h. be blowing steadily for the whole route, it is considered that three aircraft, two operating and one in reserve, could maintain a daily service in each direction. The time-table is, briefly, as follows :— Sunday: Depart London Airport midnight. (G.M.T.) Monday: Arrive New York 0800 hr. (E.S.T.)Depart New York 1830 hr. (E.S.T.) Tuesday: Arrive London Airport 0800 hr. (G.M.T.)Depart London Airport midnight. (G.M.T.) Wednesday: Arrive New York 0800 hr. (E.S.T.) Depart New York 1830 hr. (E.S.T.) Thursday: Arrive London Airport 0800 hr. (G.M.T.) Depart London Airport midnight. (G.M.T.) Friday: Arrive New York 0800 hr. (E.S.T.) Depart New York 1830 hr. (E.S.T.) Saturday: Arrive London Airport 0800 hr. (G.M.T.) Mr. Strauss, the Minister of Supply, who flew on one of the passenger trips over London, pointed out on landing that, at present, there was no intention to put either the Mk I or Mk II in service across the Atlantic. He was convinced, however, that there was "a great future for these big machines." Bristol directors who were hosts at London Airport are, left to right: Copt. C. Uwins, Mr. W. Masterman (secretary), Mr. G. White, Mr. B. Davidson and Capt. K. J. G. Bartlett.
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