The Waterbury Democrat., 1943-06-03

derstand, and these simply stated
conclusions, backed up by practical
flying experience and mathematics,
perform the timely and useful SER
vice of bringing back to earth all
| this uniformed, theoretical and
fantastic discussion Of postwar fly
ing
Primarily, it strips down lot Of
this fantastic talk Of passenger
giant Skyliners skyrocketing through
the shakespeare at 1000 miles
an hour, with the dizzy passenger
taking cocktails In Calcutta, night
cap in Cairo, and pick-me-up in
Chicago next morning. This is hard,
pay-load, flyinG for profit COM
merce that Mr.. Warner Is talking
about, and as such it's worth paying
attention TO.
Mr.. Warner first puts this matter
Of aircraft size in its proper per-
spective. Most passengers, # given
a free choice, would prefer 100
passenger planes to 25-passenger
planes, But the greater the size, the
less flexible the service.
! MERITS OF SMALL AIkCkAFI
There Is place for the highly
| flexible, passenger family car,
and small aircraft will definitely
have their places, too, Non stop
from everywhere TO everywhere at
! Commute intervals" Is the patrons
ideal, but that service can be given
better with small aircraft than with
large. Four 25-pasSenger planes can
give 100 passengers nonstop service
TO four points, whereas one 100
passenger plane Is reduced to being
four-stop local.
Projecting these findings into the
postwar period, Mr.. Warner fore
sees as a typical traffic demand,
the departure from New York to
some 80 planes In an evening rush
| hour, flying TO 40 different cities.
Fifteen OF those departures might
be 40-passenger air craft, the re-
mainder being some l0-paSsenger
planes, but largely 20-passenger
planes OF the size In common COM
mercial use today II this conclusion
Is correct, 1t spikes the idea that
planes like the Douglas DE- and
are obsolete.
Popular misconceptions about fu-
ture lengths Of flight and speeds are
also put In their true economic
light by Mr.. Warner. The longer the
non stop flight the greater the cost
| A 60O-mle flight can be made at an
operating cost Of % cents per ton
mile, whereas 2000-mile flight
costs 80 cents per ton mile and
3500-mile flight costs rs cents per
ton mile, largely because Of the eX-
ira fuel load that must be carried
SPEED, ALTITUDE MODERATE
The same thing applies to speed
The most economical air speed at
moderate attitudes Is likely to re-
main below 1870 miles per hour-l6O
against a 40-mile wind, 100 against
an 80-mile wind he question Is how
much the public Is willing to pay for
increased speed Mr.. Warner esti-
mates the limits at $40 per hour
saved. Thus If four-hour flight
from Chicago to New York costs $40,
reducing the time to two hours
would mean that the flight would
have TO cost $50. And how many
people would pay that difference?
High altitude flying In sealed
pressure cabins Is another innova-
ton on which too much hope may
have been placed II economy Of pp-
Grafton Is TO be considered. 1t will
increase weight OF the plane by 4
percent and increase costs OF main
tanning by percent. An extra Is
minutes OF time must be allowed TO
climb from 10000 to 10000 feet.
II these conclusions Of Mr.. War
ner's don't add up to your visionary
or revolutionary expectations about
the future Of flying, they at least
have the merit OF making sense.