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Aviation History
1953
1953 - 0295.PDF
FLIGHT, 6 March 1953 293 Mi COMMERCIAL AIRCRAFT 1953 Britannia 100 (8.O.A.C.). A NEW generation is growing up today for whom the air is as normal and natural a medium for travel as any of the older surface forms. Already, for example, virtually all trans-Pacific passengers travel by air. Again, there are countries in which more freight is now being carried by aircraft than by all surface vehicles combined. The makers of commercial aeroplanes and their products, which are reviewed on the following pages, are thus being called upon to bear increasing responsibility. Even the most enthusiastic supporters of the concept of merchant air services failed to foresee the remarkable and rapid expansion in air commerce which has taken place during the last two or three years, and is continuing today. There is a steady demand for new commercial aircraft from almost every country in the world—to extend existing passenger routes and to develop new ones for freight and other traffic. In addition to the market thus created, it should be borne in mind that of all air journeys—as distinct from air ton-miles— flown at the present time, approximately half are handled by aircraft which are over ten years old. The majority of these have none of the modern refinements, nor do they benefit from the advances in engineering and electronics, which are provided, at a price, in the latest designs. Soon these elderly aircraft must be replaced. In the review which follows, the machines have been treated in classes according to their all-up weight. The range payload figure quoted is that for the optimum con dition, i.e., the greatest range possible with capacity payload. 70,000 lb AND ABOVE AVRO TUDOR • Doing useful work in several parts of the world, the Tudor VB is found as a "non-sked" passenger and cargo aircraft chiefly in Great Britain, South Africa and Canada. Tudor VB (four Merlin 626, total 7,040 hp )-—Span, 120ft; length, 105ft: wing area, 1,421 sq ft; gross weight, 80,000 lb; wing loading, S6.5 lb/sq ft, range 1,550 miles at 225 m.p.h. at 17,000 ft with 18,000 lb payloid. AVRO YORK • Nearly 50 are still in airline service, although lack of pressurization has relegated most British Yorks to freight ing. British independent operators have many Yorks; Skyways being the largest fleet, of 2% aircraft. York (four Merlin 500, total 6,440 h.p.).—Span. 102ft; length, 78ft; wing area, 1,297 sq ft; gross weight, 68/70,000 lb; wing loading, 54.5 lb/sq ft; range, i;300 miles at 210 m.p.h. at 12,000ft with 15,000 lb payload. BLACKBURN UNIVERSAL • Once the long-awaited military order had been placed (Beverley C.i) the way was cleared for civil production of this 5,760 cu ft freighter. Already Silver City have a firm order booked for three and A.N.A. (Air Beef section) are interested. The prototype has four Hercules 730s but the improved Centaurus version is to be produced. Universal 2 (four Centaurus 671, total 11,760 h.p.).—Span, 162ft; length, 99ft; wing area, 2,916 sq ft; gross weight, 130,000 lb; wing loading, 43.5 lb/sq ft; range 1,100 miles at 180 m.p.h. at 9,000ft with 40,000 lb payload. BRISTOL BRITANNIA • This most promising design has, in the event, exceeded expectations. Its structure is the minimum- weight optimum, the aerodynamic-servo, unpowered control system is reputed to be excellent and the Proteus turbines promise even better performance than estimated. The first prototype, designated Britannia 100, is now flying with revised nacelles; long tailpipes provide a total of 4,000 lb thrust. This aircraft will not be submitted for C. of A. testing but the second aircraft —which will fly in July with Proteus 3 engines—will and, after Certification, the M.o.S. may sell it to B.O.A.C. The Corpora tion already have 30 Britannias on order for delivery in the autumn of 1954. Of these, 25 will be 58- or 92-seater long-range aircraft, probably with forward galley and aft toilets; the other five jvill be freighters, with a maximum payload of 43,000 lb. Britannia sub-types, incidentally, are: series 200, freighter with 9ft 3in extra fuselage, mostly ahead of the wing; series 300, as 200 but for passengers; and series 310, as 300 but with tip-tanks. At least 150,000 lb is foreseen as the standard all-up weight, wing strengthening for this, and greater, weights exacting little weight penalty. I.C.A.O. "critical engine out" requirements can be met at no less than 8,000ft and engine handling is excellent. The Proteus 3 is already giving 4,380 e.h.p. and is six per cent under its predicted s.f.c. Bristols can thus keep 10 per cent power in reserve for the time being. Britannia production is expected to be two per month at Bristol, possibly paralleled by a second British source. And there is no reason to disbelieve American reports of possible production by Canadair. Britannia 100 (four Proteus 705, total 16,000 e.h.p.).—Span, 140ft; length, 114ft; wing area, 2,055 sq ft; gross weight, 140,000 lb; wing loading, 68 lb/sq ft; range up to 2,000 miles at 395 m.p.h. or about 4,000 miles at 365 m.p.h. at higher altitude with 92 passengers.
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