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Aviation History
1952
1952 - 1396.PDF
6l2 FLIGHT, 16 May 1952 AIRLINER INTERIOR EQUIPMENT . . . call-buttons will be provided for each passenger, lighting both at the stewards' station and (ideally) at the button. Toilets typically employ flushing chemical closets, serviced upon the ground; wash-basins (supplied with water heated by immersion elements) are preferably sited in an adjacent, but separate, room; men's rooms often have racks for toilet accessories and are fitted with 24-volt D.C. and no- and 240-volt A.C./D.C. sockets for razors. Ladies' powder-rooms have been accorded much attention and, on large aircraft, provide all basic beauty preparations in permanent fittings. A point not previously mentioned is the increasing tendency, particularly with pressurized aircraft, to make access to controls, pipes and wiring available from the interior of the aircraft only. While this helps the airframe designer in eliminating what would otherwise be numerous pressure leaks, it can seriously affect the appearance of the interior furnishing, particularly after a succession of operations has been carried out. Affording an interesting comparison with British practice, this typical DC-6 interior shows liberal use ofP.V.C. and of wood panelling. Indirect lighting is fitted on this particular aircraft. SOME SUPPLIERS OF AIRLINE EQUIPMENT General Furnishing.—The Airscrew Co. and Jicwood, Ltd.; Bury Felt Manufacturing Company, Ltd.; Connolly Brothers (Curriers), Ltd.; T. F. Firth and Sons; Greenwich Leathercloth Co., Ltd.; Hairlok Co., Ltd.; John Holdsworth and Co., Ltd.; Imperial Chemical Industries, Ltd. (Leathercloth Division); George O. James, Ltd.; Latex Up holstery, Ltd.; Lister and Co., Ltd.; David Moseley and Sons, Ltd.; Old Bleach Linen Co., Ltd.; John Peel and Son, Ltd.; the R.F.D. Company, Ltd.; L. A. Rumbold and Co., Ltd.; Scottish Aviation, Ltd.; Sorbo, Ltd.; Tenaplas (Sales), Ltd.; Tinkertex, Ltd.; Ernest Turner (London), Ltd.; Wilkinsons (Bradford), Ltd.; James Williamson and Sons; Jchn Wright and Son (Veneers), Ltd. Seats.—Christie-Tyler, Ltd.; L. A. Rumbold and Co., Ltd.; Scottish Aviation, Ltd.; Vickers-Armstrongs, Ltd.; Willowbrook, Ltd.; Wingham Bennett and Co., Ltd. Air Conditioning.—Christie-Tyler, Ltd.; D. A. Daniel and Co., Ltd.; E. C. D., Ltd.; Sir George Godfrey and Partners, Ltd.; Normalair, Ltd.; Pytram, Ltd.; Thermotank, Ltd.; Vokes, Ltd. Pressurization.—Sir George Godfrey and Partners, Ltd.; Normalair, Ltd. Heating D. A. Daniel and Co., Ltd.; Delaney Gallay, Ltd.; General Electric Co., Ltd.; Marston Excelsior, Ltd.; the Power Flexible Tubing Co., Ltd.; Teddington Controls, Ltd. Cooling.—Artif-Ice Products; General Electric Co., Ltd. Lighting.—A. F. Bulgin and Co., Ltd.; General Electric Co., Ltd.; Uva Products, Ltd. Inter-Communication. — Ardente Acoustic Laboratories, Ltd.; Phoenix Telephone and Electric Works, Ltd. Heat and Sound Insulation.—Burgess Products Co., Ltd.; Christie- Tyler, Ltd.; Kapok, Ltd.; L. A. Rumbold and Co., Ltd. Galley Equipment.-—General Electric Co., Ltd.; Vickers-Arm strongs, Ltd. Tableware.—B. Attewell and Sons, Ltd.; Warerite, Ltd. Toilet Equipment.—Elsan Manufacturing Co.; Teddington Controls, Ltd.; Vickers-Armstrongs, Ltd.; Charles Winn and Co., Ltd. Water Supply.—E.C.D., Ltd.; the Permutit Co., Ltd.; Charles Winn and Co., Ltd. Lashing Equipment.—Aerolex, Ltd. Detail Fittings.—Midland Aeroquipment, Lid.; Willowbrook, Ltd. AN OFFICIAL STATEMENT AGOVERNMENT statement on the question of rearward-facing seats in civil aircraft was made in the House of Lords recently by the Earl of Selkirk. Lord Ogmore, the former Minister of Civil Aviation, had asked what progress was being achieved in this regard. Referring to the national and international consideration which had been given to the problem, Lord Selkirk pointed out that safety in a crash depended on the ability of the seat and its attach ments to withstand the decelerative forces applied. The Govern ment believed that seats strengthened to withstand these forces should face to the rear in cases where, in order to make the maxi mum use of the available space, they were placed close together. This would avoid the hazards to passengers that arose from the tendency to jerk forward against their belts. Any such strength ening of the seats and their attachments involved an addition to the weight of the aircraft and the safety considerations had to be balanced against the economic penalties. < A series of design-studies had therefore been ordered by the Ministry of Supply to ascertain what weight penalties and engineering problems would be involved in installing backward- facing seats designed to withstand decelerative forces of i2g, i5g and 25g in the Pionair, Comet, Bristol 175 and Viscount. Two of these studies had just been received. As the others were pro vided they would be carefully examined, and it was hoped that they would establish the possibility of adopting rearward-facing seats, at any rate in high-density layouts, without imposing undue economic penalties. Lord Ogmore commented that recently Australia had adopted this policy, as also had the R.A.F. But he was not at all sure whether the M.o.S. were not letting the best be the enemy of the good—in other words, whether it was necessary to cater for very intensive forces when it was possible to cater quite easily for medium forces. He further asked if it was not possible to have this kind of seating in the new jet and turboprop aircraft. He appreciated that difficulties arose with existing aeroplanes, but could not the new types go into produaion with this kind of seating? Lord Selkirk, replying, recalled that he had said earlier that economic factors were being balanced against safety. With regard to new types, that again was a question of utilizing the seats which had been made. He wanted to emphasize that this was not the only consideration that the Government had in mind —the major consideration was that there should be no accidents at all. It was a matter for some pride that during the whole of last year there was no fatal accident in either of the Corporations, or in any of their associated services. INTRODUCTION TO THE JET AGE RONALD WALKER, air correspondent of the News Chronicle, we know as a lively-minded journalist and a genial companion on many an excursion. We have never imagined him, however, as a reporter on the staff of the Wagga Wagga Advertiser which, according to a biographical note in his newly-published booklet, The Jet Age, he indeed was. Interesting as this fact is, it is of less moment than the work itself, which sets out, with admirable lucidity, the background of British civil aviation, the fundamental reasoning behind the Comet, and the essential facts concerning the Britannia, Viscount and other British contenders for world airline supremacy. This solid, if slender, little book—No. 8 in the Background to the News series—is obtainable from the News Chronicle for is 6d, and is commended to all who seek an introduction to the Jet Age. HISTORY OF THE R.O.C. "Forewarned is Forearmed—The Authorized History of the Royal Observer Corps," by T. E. Winslow. Published in 1948 by William Hodge. Now obtainable from W. Heffer and Sons, Ltd., Petty Cury, Cambridge. Illustrated. Price 55 %d, including postage. M ANY new members of the Royal Observer Corps may not have seen this official history which was published in 1948. Despite its limitations, it is the best and most complete record of the development and achievements of the Corps from its humble beginnings in the 1914-18 war until its temporary stand- down in May, 1945. It is a story of which old members can be proud, and which might well persuade new readers to join the reconstituted and still vitally needed R.O.C. All remaining copies (the original price of which was 12s 6d) have been acquired by Heffer's of Cambridge.
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