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Post-War Transport Aircraft

Published online by Cambridge University Press:  28 July 2016

Edward P. Warner
Edward P. Warner*
Affiliation:
Civil Aeronautics Board
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Extract

I have been deeply appreciative of the action of the Council in inviting me to deliver this lecture. No one could be otherwise. The Wilbur Wright. Lectureship has been illustrious in the qualifications of the thirty speakers who have been my predecessors on this platform ; but it is illustrious also in itself, in the manner of its founding, and in the manner in which the Royal Aeronautical Society has carried it on in an unbroken series through two wars and the years between.

Type
Research Article
Information
The Aeronautical Journal , Volume 47 , Issue 391 , July 1943 , pp. 185 - 257
Copyright
Copyright © Royal Aeronautical Society 1943

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References

1 “Capacity and Operating Problems” bv A. F. Bonnalie, of United Air Lines; Chicago Airport Conference, October 31, 1941.

2 The exchange rate throughout the period to which these figures relate was 20 cents per shilling.

3 The figures given for depreciation of aircraft are computed for a five-year service-life. Depreciation costs actually being reported at the present time are distorted by the impossibility of securing new aircraft for several years past, and the consequent continued use of aircraft that are fully depreciated on the operators' books.

4 British costs under pre-war conditions would differ from the American figures in that the item for fuel would be substantially higher, while a large proportion of the other items would be appreciably-lower. American fuel costs are based on a price, Including tax. of approximately 13 cents per U.S. gallon, equivalent to tenpence per Imperial gallon.

5 “Looking Forward” by H. Roxbee Cox. Journal of the Royal Aeronautical Society, September, 1940, pp. 712-717.

6 “The Economic Speed-Weight Relation in Air Transportations,” S.A.E. Journal, December, 1929, pp. 635-640. “Economic Factors and the Evolution of Air Transport Design,” a paper presented to the Institute of the Aeronautical Sciences in January, 1940.

7 “Looking Forward ” by H. Roxbee Cox. Journal of the Royal Aeronautical Society, September, 1940, p. 695.

8 In the specific case of the DC-8 with increased load, the maximum value of this product that is compatible with meeting the requirements of climb in the take-off condition is concluded from tests run by the United States Civil Aeronautics Administration to be 18.5. That would correspond to a load of 26,2001b. for the aircraft with 1200 h.p. engines, 1,0001b. in excess of the maximum at which it has heretofore been operated in regular air transport.

9 During the year 1942, in more than 100,000,000 miles of transport operation in the United States, there were only two cases in which a transport aircraft landed elsewhere than on a regular municipal airport as a result of power plant failure.

10 With extremely light power loadings, these figures may be raised to approximately 1,000 and 2,000 respectively.

11 (These figures relate to airports at sea level. They increase only very gradually with altitude, however, as the maximum allowable power loading decreases almost rapidly enough with increase of altitude, under the terms of the regulations, to counterbalance the normal effect of altitude on airport runway length.)