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Aviation History
1960
1960 - 0909.PDF
FLIGHT, 1 July 1960 17 Looking aft through the 11-18 cabin in tourist - class con- figuration. A wide variety of seating arrangements is pos- sible. Headroom is 6ft 6in and maximum width 10ft Tin Right, the toilet com- partments are well up to Western standards, with h. and c, dress- ing-tables and elec- tric-razor points Special configurations include a long-range executive versionwith office, lounge and bedroom accommodation, and a high- density 120-seat coach model in which the pressurized cabin isextended aft to take in the space normally occupied by the unpressurized baggage hold. Soft pastel shades of silvery greyand light green are standard for the interior decor, which achieves a high degree of comfort and eye-appeal. Ceilings, walls andbulkheads are covered with fire-resistant fabric and a washable plastic known as Pavinol, which has a pleasant velvety texture.Window and doorway curtains are of -a synthetic fabric. The lightweight seats have a structure of light alloy and Porolonfoam plastic and are covered with a synthetic fabric which can be removed quickly for cleaning. The back lowers through 55° toa maximum reclining position, and can be stopped at any inter- mediate angle. In the twin-seat units, the central arm-rest isremovable to produce a small sofa. Accessories include a down- filled cushion, safety-belt, ash-tray and a table which slots intothe arm-rests and stows in a pocket in the seat-back when not in use. For very young passengers, rigid lightweight cradles areattached to the inter-cabin bulkheads. Carry-on luggage is accommodated in a continuous overheadrack, under which are panels carrying fresh-air louvres, reading lights and a stewardess call-button. The main ceiling lamps areof heat-resistant organic glass. The standard I1-18B has two roomy wardrobes in line with thepropellers, and three large toilet rooms (on each side of the star- board wardrobe and at the rear of the aft cabin). Each of theserooms has a wall-mirror over a plastic washbasin, supplies of hot and cold water, a dressing table and an electric razor point. Toiletsare of the flush type, charged with a liquid chemical deodorant. Opposite the rear passenger door is the large combined galley- pantry, complete with electrically heated ovens and water-boilers.Special metal containers have been designed to carry food, plates and glasses, and these fit into racks in the pantry.Maximum pressure differential is 7.11b/sq in, giving an equiva- lent altitude of 5,000ft when cruising at 26,000ft, and of 8,000ft at32,800ft. Sea-level conditions are maintained up to 17,000ft to ensure passenger comfort during climb and descent. Heated air for the system is tapped from the turboprop com-pressors, humidified to a moisture content of not less than 40 per cent, and supplied to the cabin at floor level at a constanttemperature of 20 °C. Ventilation is efficient, the entire air content of the cabin being changed every two minutes. Soundproofing, byKapron and glass-wool, is also good. This, then, is Russia's contender for the international medium-range airliner market. Added to the Il-18's other undoubted attractions is the fact that it is available and in service now, withthe experience of well over a year of scheduled operation— apparently free of any major troubles—to weigh against thegreater sales experience of Western manufacturers. If any aircraft could establish the Soviet Union as a major supplier of commercialtransport aircraft on a world-wide basis, this is it. ILYUSHIN IL-18 DATA Dimensions and Areas: Span, 122ft 8iin; length, 117ft 9in; height, 33ft 4in; wheel track, 29ft 6in; wheelbase, 41ft 10in; propeller clearance, 2ft 6in; wing area, 1,507 sq ft; wing chord (root), 18ft 5in; wing chord (tip), 6ft 2in; aspect ratio, 10; aileron area (each), 98.05 iq ft; aileron span (each), 21ft 8in; flap area (each), 292.23 sq ft; tailplane span, 38ft 8|in; total area of horizontal tail surfaces, 299.13 sq ft; elevator area (each), 102.90 sq ft; total area of vertical tail surfaces, 193.00 sq ft; rudder area, 71.58 sq ft. Weights: Max take-off weight, 135,5841b; max payload, 30,8651b; max wing loading, 89.1lb/sq ft; max power loading, 8.38lb/e.h.p. Performance: Cruising speed at 26,000ft, 388-404 m.p.h.; max range, no reserves, 3,480 miles; take-off run, 2,625-3,940ft; landing run, 1,970-2,300ft. AERO 145 in the air (continued from page 9) charger and 105 h.p. without. The latest electric v.p. propellersare fitted, with improved pitch-control mechanism, and there are oil coolers. Surprisingly, the M-332s weigh the same as theMinors. The 66 gal tankage is retained. The top canopy panels have been bulged and tinted to givemore head-room and shade, and several struts have been eliminated to give a slight improvement in visibility. Catches andlocks are neater and interior finish very much better than before. Engine and flight instruments are more comprehensive and themagneto controls and starters are grouped together. The former have a push-button for "both on" and separate buttons for testingmag. drop. I fail to understand the continued lack of a parking brake. I had enjoyed flying the Super Aero and found, naturallyenough, that the 145 was very much the same. But it possessed greatly improved take-off performance and, particularly, a realsingle-engined capability. I flew with 11 gal less than full fuel and two occupants, myself and Omnipol test Dilot Vladimir Vlk(the "1" can be a vowel in Slav languages). I found the stall to be full-blooded with a deep wing drop at 65 m.p.h., with the aircraftclean and power off. With full flap and wheels down we descended power off at l,200ft/min at 80 m.p.h. and stalledabsolutely straight without dropping either wing or nose at 60 m.p.h. With a little power I was able to trim hands-off at55 m.p.h. and manoeuvre quite sharply. The rudder was a little mushy, but ailerons remained extremely criso and wereeffective long after the stall. I reckoned 1.3VSL as 78 m.p.h., but Vlk insisted that the approach should be made at 90 m.p.h.At 120 m.p.h. and 1,800ft I throttled back the right engine, held a slight swing and pressed the feathering button. The propellerran for lOsec before stopping, but I trimmed out to cruise happily at between 110 and 120 m.p.h. We then applied supercharger andnominal power and climbed at 90 m.p.h. This we could have kept up all day. There was a light residual rudder load to hold, but wegained 300ft in one minute. I pulled back to 65 m.p.h., at which we began to stall, and was still flying straight with ample control.To unfeather I simply had to press the appropriate button and switch on the magnetos. One can use the starter if necessary toget the propeller windmilling. The Aero 145 is certificated in Britain in Group C for aircraftwith en route single-engined performance and is cleared for public transport work. It is certainly an improvement on the Super Aeroin power and load, and better finish and equipment have made it a great deal smoother. The major attractions are its very low pricein Britain (£11,750) and its remarkable economy. Official single- engined ceiling is 6,300ft and rate of climb is 35Oft/min. OMNIPOL AERO 14S (Two Walter M-332 engines giving 140/105 h.p. each) Span. 40ft 4in; lenqth, 24ft 8in; wing area, 184 sq ft; empty weight, 2,266lb; gross weight, 3,530lb. Performance: max speed, 174 m.p.h.; cruising speed at 3,800ft, 160 m.p.h.; stalling speed, 62 m.p.h.; climb at s.l., 860ft/min; service ceiling, 18,530ft; single-engined ceiling, 6,300ft; single-engined climb, 35Oft/min; take-off run, 705ft; landing run, 754ft; range, 942 miles
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