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Aviation History
1956
1956 - 1811.PDF
21 December 1956 975 ORKNEY OUTBACK TIVING in the Orkney North Islands may have its compensa-•*-' tions, but it is doubtful if the most reactionary islander would number good communications among them. The 6,000 to 7,000population of the North Isles get their mail by boat three times a week, while passengers who arrive by boat at Kirkwall on theOrkney mainland on a Saturday, or farmers who attend the Mon- day market, cannot get a boat until the following Wednesday. Theround trip takes the farmer three days. Whether an island air service could be profitably operated(Capt. E. E. Fresson, a Scots aviation pioneer ran one before the war) depends upon the response it would receive from theislanders and the extent of public financial investment. A Kirkwall legal firm set December 10 as the closing date forinquiries by prospective backers of a new air charter company that has been planned to link the predominantly agricultural areas ofthe North Isles with the mainland. The promoters of the new company (which has yet to be named) hope to start operating fromthe former naval airfield of Halston, near Kirkwall, with one D.H. Rapide early in the new year. They would be able to provide anair ambulance service in addition to carrying passengers and delivering mail. Northeast Airline's five Britannia 305s are being built at the Belfast works of Short Bros, and Harland. Two of them—the aircraft in the foreground and the one immediately behind it—can be seen in this view of the assembly line. ADVICE ON STALLS TN the past four years, says the Ministry*- of Transport and Civil Aviation in Information Circular No. 136/1956, 44accidents to light aircraft in the United Kingdom and over half the total fatalitieshave occurred through inadvertent stalling. Only a few light aircraft in use in theU.K. give a positive warning when a stall is imminent. None of the five major typesof basically pre-war design has stall warn- ing, either by natural buffet or artificialmeans. Four of these types drop a wing either before or as the nose drops, so theaircraft may spin before the pilot has had time to realize that a stall has occurred. In the absence of any natural or artificialstall warning, continues the circular, adequate attention must be paid to the air-speed-indicator readings, and stalling speeds for specific conditions of flight must be known and appliedif stalls are to be avoided. It is necessary to appreciate the way in which position-erroraffects the accuracy of the airspeed indicator readings; it is not constant throughout the speed range but, generally, increases ina positive sense as the stall is approached, with the result that the airspeed indicator reads low. The following examples are based onthe performance of a typical light aircraft for the climb and approach configuration: — Indicated air- Position- True air-Take-off climb:— speed (m.p.h.) error (m.p.h.) speed (m.p.h.) Power-off stalling speed 35 + 12 47Recommended climb speed 50 8 58 Thus a pilot climbing at 50 m.p.h. indicated may believe hehas a margin of 15 m.p.h. above the stall, whereas the effect of position-error is to reduce this true margin to 11 m.p.h. Indicated air- Position- True air-Approach condition:— speed (m.p.h.) error (m.p.h.) speed (m.p.h.) Power-off stalling speed 33 +13 46Approach speed 53 +7 60 In the same way, the indicated margin of 20 m.p.h. is reduced to a true margin of 14 m.p.h., i.e., the needle of the airspeed On November 29 the prototype Boeing 707 carried 19 members of C.A.B. from Seattle to Los Angeles. The re- turn flight on the fol- lowing day—the air- craft is seen here be- fore take-off — was made in the record time for transport air- craft of 1 hr 50 min. Representatives of the International Air Tran- sport Association were on board.
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