EVOLVING AIR LINERS.

Waikato Times, Volume 114, Issue 19124, 8 December 1933, Page 6

EVOLVING AIR LINERS.

ONE ENGINE TO FOUR. TWO PASSENGERS TO 33, BRITISH PROGRESS SUMMARISED. In the review of the development of air travel which the International Air Trafllc Association has jhst been making during its meetings in London a striking aspect of progress which hats stood revealed has been in the design and construction of commer-cial-type aircraft. When our first British air services began between London and the Continent, 14 years ago, the machines then employed were craft converted from war purposes. One of them, the D.H. 4a, carired a pilot and two passengers. The other, the Handley Page 0400, a commercial edition of the bomber of the same design, carried a crew of two and a load of •25001 bin passengers, mails and freight. While such war-converted ’planes were serving their temporary purpose designers were busy with plans for craft intended solely for commercial, flying. The De Haviiland Company, employing as their power plant a 450 horse-power engine, produced in 1920 their D-H.lB. Carrying eight passengers and cruising at 95 miles an hour, this machine, so far as its internal . equipment was concerned, marked a definite step towards the comfort available to-day. Then in 1922 came the Handley Pag« WBB. This big biplane accommodated 12 passengers, and accomplished admirable service for some time on the. airlines between London and the Continent. In the same year the De Haviiland Company produced the D.H. 34, an Improved edition of their D.H. 18. Still employing a 450. horse-power motor, this new machine carried nine passengers and two pilots at a cruising speed of 95 miles an hour. A! number of these 34’s were put intq service on the Continental air routes, proving fast, powerful machines, carrying an appreciable pay-load for the engine power expended and the speed attained. It was a year later, in 1923, that the Handley Page Company Jiuilt their H.P.W. 10, whioh, fitted with, two 450 horse-power engines, had a cabin seating 14 passengers. Guarantee of Reliability. By this time the lessons of experience were definitely in favour of large, multi-motored craft, carrying appreciable loads and providing real comfort for their passengers and having at the same time that power reserve which was a guarantee of reliability in operation. Twin-engined air liners were followed by machines driven by three! motors, an example of this trend in design being the “Argosies” introduced by Imperial Airways in 1926. These machines, of which a number were put into operation with remarkable success, were driven by three engines developing a total of 1200 horse-power, and carrying a crew of three had saloon accommodation for 19 passengers. Representing not only a big stride forward mechanically* these “Argosies” also implied a new phase of comfort for passengers, a uniformed steward travelling in each machine, and having a buffet from vjhich he served refreshments while in flight. Being popular with passengers, and also proving ektremely reliable, machines of this “Argosy” type rendered yeoman service for a considerable period under all sorts of operating conditions. By this time, however, air trafflo was increasing rapidly, and it was not long before it became necessary to consider the provision of carrying units of a still greater size and power, and this led to the evolution of the four-engined air liner. In 1931 came the first of eight big four-engined Imperial Airways machines. Their motors developing a total of 2200 horse-power, these new air liners were of two different types. One, the “Hercules” type, flying between London and the Continent, was equipped to carry 38 passengers and a crew of four, in addition to 10001 b of mail and freight. The other, the “Hannibal” type, for Empire sections of the routes to India and South Africa, had seats for 18 passengers, and carried in addition 35001 b of mails and freight. Embodying greatly : improved standards of comfort in ’ the size and equipment of their saloons, these big machines carry stewards who serve five and six-course meals from wrellappointed buffets, while the placing of the engines out on the wings, and the employment of sound-deadening materials, has so reduced noise m flight that conversation is easily possible without any need to raise the voice. Enthuslatslc Passengers. From the first passengers have been enthusiastic in their praise of these •great machines, which have in fact proved a revelation in aerial comfort, and traffic has eclipsed all previous records 'since their introduction on European and Empire rbutes. A still more recent addition to the aircraft of Imperial Airways is the four-engined “Atalanta" type monoplane, which develops a total of 1400 horse-power, and lias been designed specially for such conditions as are encountered on the African and Eastern routes. These machines have accommodation for 17 passengers, hut in actual operation, in Africa and the East, their saloons arc arranged with nine armchair seats of a reclining type, thus allowing a maximum of space and comfort when flying in tropical or semi-tropical conditions. Accommodation is also provided for more than a ton of mails and freight. Commercial Progress. With aircraft of marine types, as well as with land ’planes, British commercial progress lias been remarkable since pioneer days. In 1924. the year Imperial Airways was established, the single-engined •Sea Eagle" flying boat carried six passengers. In 1926 came the twinengined “Swan.” with accommodation for 12 passengers. Then in 1929

Imperial Airways put into service, on Mediterranean sections of the air line to India, n licet, of three-engined “Calcutta" flying boats, developing moo horse-power and carrying 15 passengers; while in 1031 came the four-engined “scipio" type cralt, developing 2200 horse-power and carrying 1G passengers and 20001 b of mails and freight. (Continued iu previous column.)