By Macarthur Job
From the earliest days of manned flight, one factor peculiarly others has preoccupied pilots and passengers – how can we stay away from crashing?
It used to be a time of most unlikely glamour – for the 1st time, traditional humans may fly around the oceans and continents to work out the remainder of the world.
But the tale of the infancy of the massive airliners is as a lot a narrative of tragedy and catastrophe because it is of triumph and romance.
Design flaws, pilot blunders, an absence of realizing of fatigue… those and lots of different components contributed to a litany of catastrophe.
Welsh rugby lovers, flying again from a win opposed to Ireland… a fuel-starved aeroplane plunging into Manchester’s streets… a chartered plane sporting excited troops domestic for Christmas… a tender mom decapitated as she holds her child son on her lap
In AIR catastrophe: THE PROPELLER period, the award-winning Macarthur task – one of many world’s top-rated aviation writers, and himself a pilot – is going again to the early days of foreign air commute, and appears on the root factors of a few of the worst mess ups of that period.
Other Books within the series:
Air catastrophe 2: The Jet Age
Air catastrophe three: Terror within the Sky
Read or Download Air Disaster: The Propeller Era PDF
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Extra resources for Air Disaster: The Propeller Era
Sample text
However, it must be pointed out that production totals for Fw 190 ver ion actually become more rather than less contentious with the passage of time. There is a further discussion of this subject in the Appendices. A significant design change that was introduced on the A-5 was a light length increase in the forward fuselage, re ulting in the engine being moved f rward by 15 cm. Thi wa to compensate for centre of gravity changes cau ed by increa ed equipment being fitted in the airframe which adver ely affected the Fw 190's otherwise excellent handling.
The actual figure is probably nearer to 40,000. THE LA K OF GOOD high-altitude performance from the BMW 801-powered models of the Fw 190 was a cause of particular concern for the Technisches Amt and the Focke-Wulf company. In reality, the BMW 801-equipped Fw 190 uffered from inadequate performance from approximately 6000 m upwards, and a number of programme were launched by Focke-Wulf to attempt to put right this problem. The ompany adopted three main approache in an attempt to find a olution, although other potential an wer were also looked at.
An ETC 501 or more u ually ET 504 stores carrier could be fitted beneath the fuselage as required. A rounded-top cockpit canopy was fitted to many production aircraft. To begin with, some Luftwaffe pilots were highly sceptical of the Dora-9 when it first entered service - e pecially as it was powered by an engine originally intended for bombers, and had even been admitted by Kurt Tank himself as being little more than a stop-gap measure. In reality the excellent flying qualities and performance of the Fw 1900-9 particularly at higher altitudes were soon highly appreciated.