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Aviation History
1956
1956 - 0845.PDF
847 FLIGHT, TSJime 1956 FINLAND'S AIR TRANSPORT via two circular section thrust augmentor rubes protruding fromthe upper side of each engine nacelle and in line with the sixth row of seats from the front of the cabin. This system producesa high noise-level in the rear of the cabin and it is difficult to hold a conversation in the after half of the aeroplane. In the CV-440the exhaust tubes, have been fed into a muffler with a perforated inner skin and fireproof wool packing between its inner and outerwalls. The exhaust is finally ejected via a horizontal slit at the rear of the extended nacelles, now in line with the seventh rowof seats. The new system has certainly reduced the sound level and it is easy to talk even in die galley aft of the main cabin. Certain aerodynamic cleaning has also taken place. Thisincludes the forward lengthening of the engine cowling and reduction in air intake size, the filling of the gap between wing andailerons, and some small flap modifications. These alterations have improved the climb performance and the cruise although thedifference in cruising speed remains within the five per cent contract tolerance. The modified exhaust and extra soundproofing have increasedthe structure weight of the aircraft by about 800 lb, but the aero- dynamic cleaning has allowed an increased operating weight.Higher-grade fuel increases the permissible take-off weight still further. The figures quoted by Finnair for the CV-340 with Pratt andWhitney R-2800 Double Wasp CB 16 engines using water injec- tion and giving 2,400 h.p. for take-off are take-off weight of21,300 kg (46,958 lb), and for the CV-440 under the same con- ditions 21,750 kg (47,950 lb). Landing weights are respectively21,100 kg (46,517 1b) and 21,600 kg (47,629 1b). By using grade 108/135 fuel the CV-440's take-off weight can be increased to22,250 kg (49,503 1b). The power with this grade and water injection is 2,500 h.p. The CV-440 cruises at 225 kt at 15,000ft using 1,100 h.p.per engine, and it can fly the 666-nautical-mile Helsinki to Hamburg stage with 40 passengers and baggage while havingfuel reserves in excess of the normal requirement. At present this is Finnair's longest stage and it is also the one with some ofthe heaviest traffic. Using the normal 15 deg of flap and at a weight of 48,450 lb the take-off runway length required by theCV-440 is 4,780ft. At 49,100 lb take-off weight 11 deg of flap must be used and the runway length needed is 5,120ft. To sum up, though the Metropolitan is not a new aeroplane,it is a useful one, it is pleasant from a passenger's point of view, and excellent from the crew's. It is strictly an improved CV-340but it comes into service with a fine background of successful operating experience, and its four-across seating and fine windowsare certainly passenger attractions. Other good features are its built-in stairway and carry-on baggage stowage—though in our The administra- tion building and control tower at Helsinki Airport. The principal domestic routes discussed in the article. view the latter feature is not sufficiently known or publicizedfor it to be used to full advantage. Finnair Convairs are used on die following operations: —Helsinki - Hamburg - Amsterdam - London thrice weekly; Hel- sinki - Hamburg - Amsterdam - Paris four times weekly; Helsinki -Stockholm twice daily; Helsinki - Copenhagen once daily; Hel- sinki - Moscow twice weekly; and Helsinki - Jyvaskyla (domesticservice) once daily. Apart from the Moscow services all Convair flights are made with two-crew operation. A radio operator hasto be carried on the Moscow route. Two stewardesses are carried on all routes except that to Jyvaskyla when only one is carried.Next year at least one ouier Finnish domestic route will be served by Convairs, by which time it is expected diat die three CV-340swill have been brought up to CV-440 standard. Our flight to Helsinki was normal and as usual very pleasant;we will refrain from description except to say that Stockholm seen from 13,000ft on a dear night is a magnificent sight and matit passed beneath far too quickly. The Metropolitan was die main reason for our visit to Finland, The passenger's view from a Finnish Airlines' DC-3 on the approach to Kent/. Right) Pilot's-eye view of the runway at Roraniemi On either side of the runway there was still over four inches of snow.
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