SAFETY IN FLIGHT

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The new Douglas DC-2 transport plane combined all the knowledge of thirty years of flight. In the early “thirties” air transport began to come into its own. Plane-to-ground radio was put into use. The radio range, or radio beam, pioneered by “Shorty” Schroeder with Henry Ford in 1927, was guiding our airliners on their course. The radio beam flashed the Morse code letters “A” and “N” along the flight path of the airliner. The dot-dash of the “A” signal was flashed on one side of the route and the dash-dot of the “N” signal was on the other. In the center of the flight path the two signals blended into a steady hum. This hum notified the pilot that he was “on course.” Regardless of fog, rain, or darkness the pilot got his course through his earphones.

The application of the gyroscope to aircraft instruments was a great step in the advancement of flying. First experimented with by Lawrence Sperry in the early days of the airplane, the constant action of the gyroscope was used to register the changes of attitude of aircraft in flight. It was first used in the Turn and Bank Indicator, then in the Gyro-Horizon and Directional Gyro. Power-driven gyros constantly whirled in the direction in which they were set. They were attached to dials on the instrument panel and to the plane itself. The position or attitude of the gyro was indicated on the dial in relation to the attitude of the airplane. As the plane changed, the constantly spinning gyro remained in its correct attitude. The gyro position and the position of the plane shown on the dial told the pilot the actual attitude of the plane in the air so that he could correct in relation to the true position indicated by the gyro. This allowed the pilot to keep his plane on a true compass course and in the proper flight attitude without having to see the horizon. Thus a pilot could fly through fog or total darkness with both ease and safety.

The gyro instruments soon proved their value and were installed in the cockpits of transport planes the world over. The Sperry Gyropilot then was perfected. This remarkable instrument, based on the gyroscope movement, was developed actually to manipulate automatically the controls of even the largest airplane, keeping it directly on the desired course and leaving the human pilots free for their many other duties.

In 1933, Wiley Post flew around the world alone, but the Gyropilot piloted the Winnie Mae over most of the route. This relieved the fatigue of constant flying and allowed Wiley to keep a continual check on his maps. His successful use of the automatic pilot soon caused its adoption by most of the major airlines of the country.

Thus, with the aid of the radio beam, better flight instruments, special octane gasoline, two-way radio, sound-proofing, wheel brakes, and adjustable pitch propellers, the airlines of America were fast emerging into a safe and comfortable means of travel.

While the DC-2 was coming into prominence in the air transport field, Boeing engineers had gone on with their idea of a two-engined plane and had built an all-metal bomber for the Army.

In building the two-engined, all-metal B-9, Boeing engineers learned how to build another plane with a more peaceful purpose. This ship was the famous Boeing 247-D commercial transport plane. The 247-D was an all-metal, low-wing monoplane, powered with two 550-horsepower Pratt & Whitney Wasp radial engines. It had a top speed of 200 miles per hour and a cruising speed of 180 miles per hour. It was America’s first three-mile-a-minute air transport plane.

In designing the speedy 247-D, the Boeing did not forget the comfort of the passengers. The plane was fully heated and ventilated. Its seats were deeply upholstered and had reclining backs. There were broad windows at each chair. There were dome lights and individual reading lamps; and the plane was equipped with a tiny galley and a complete lavatory. Insulation kept the 247-D quiet and comfortable in any sort of weather.

The 247-D carried ten passengers, a pilot, co-pilot, and stewardess, plus baggage and mail. It was first put into service by the United Air Lines in 1933, on their coast-to-coast route. Incidentally, it was United who had introduced to the airlines the third member of the air transport’s crew, the stewardess. The pretty young stewardesses were all trained nurses. They looked after air-sick passengers, served food en route, and looked after the comfort of the air travelers.

                                                                                                                                                                                                                                                                                                           

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