Navigational Aspects of Turboprop Operation on the North Atlantic
If navigation were confined to the function of keeping a craft on a desired track, and estimating its progress periodically, then a long-range turboprop would present no features of navigational interest. Navigation, however, is supposed to encompass a wider field than this. In a famous sixteenth-ce...
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Cambridge University Press (CUP)
1957
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Online Access: | http://dx.doi.org/10.1017/s0373463300016325 https://www.cambridge.org/core/services/aop-cambridge-core/content/view/S0373463300016325 |
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crcambridgeupr:10.1017/s0373463300016325 2024-03-03T08:47:07+00:00 Navigational Aspects of Turboprop Operation on the North Atlantic Williams, J. E. D. 1957 http://dx.doi.org/10.1017/s0373463300016325 https://www.cambridge.org/core/services/aop-cambridge-core/content/view/S0373463300016325 en eng Cambridge University Press (CUP) https://www.cambridge.org/core/terms Journal of Navigation volume 10, issue 1, page 31-49 ISSN 0373-4633 1469-7785 Ocean Engineering Oceanography journal-article 1957 crcambridgeupr https://doi.org/10.1017/s0373463300016325 2024-02-08T08:28:25Z If navigation were confined to the function of keeping a craft on a desired track, and estimating its progress periodically, then a long-range turboprop would present no features of navigational interest. Navigation, however, is supposed to encompass a wider field than this. In a famous sixteenth-century definition, ‘Navigation demonstrateth how, by the shortest good way, by the aptest direction, and in the shortest time, a sufficient ship between any two places may be conducted’. The economic realities of modern airliner operation give a new emphasis to those phrases ‘By the shortest good way, by the aptest direction, and in the shortest time’. A Britannia 310, for example, which will be the first, probably the cheapest, and possibly the smallest, long-range turbineengined airliner, costs about £1 million and is capable of producing a gross revenue of £1000 per hour. The sum of payload and fuel load is limited in most long-range cases by maximum take-off weight, and the fuel for one hour of flight is equivalent in weight to about 2 5 passengers and their baggage. It is not surprising in the circumstances that quite minor refinements of navigational technique are worth tens of thousands of pounds per aircraft per year, while major improvements can alter the status of an aircraft type as an instrument of transport. Such aircraft should be considered as acutely sensitive instruments to be operated precisely according to scientifically designed techniques. Article in Journal/Newspaper North Atlantic Cambridge University Press Britannia ENVELOPE(-62.681,-62.681,-64.718,-64.718) Journal of Navigation 10 1 31 49 |
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Open Polar |
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Cambridge University Press |
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crcambridgeupr |
language |
English |
topic |
Ocean Engineering Oceanography |
spellingShingle |
Ocean Engineering Oceanography Williams, J. E. D. Navigational Aspects of Turboprop Operation on the North Atlantic |
topic_facet |
Ocean Engineering Oceanography |
description |
If navigation were confined to the function of keeping a craft on a desired track, and estimating its progress periodically, then a long-range turboprop would present no features of navigational interest. Navigation, however, is supposed to encompass a wider field than this. In a famous sixteenth-century definition, ‘Navigation demonstrateth how, by the shortest good way, by the aptest direction, and in the shortest time, a sufficient ship between any two places may be conducted’. The economic realities of modern airliner operation give a new emphasis to those phrases ‘By the shortest good way, by the aptest direction, and in the shortest time’. A Britannia 310, for example, which will be the first, probably the cheapest, and possibly the smallest, long-range turbineengined airliner, costs about £1 million and is capable of producing a gross revenue of £1000 per hour. The sum of payload and fuel load is limited in most long-range cases by maximum take-off weight, and the fuel for one hour of flight is equivalent in weight to about 2 5 passengers and their baggage. It is not surprising in the circumstances that quite minor refinements of navigational technique are worth tens of thousands of pounds per aircraft per year, while major improvements can alter the status of an aircraft type as an instrument of transport. Such aircraft should be considered as acutely sensitive instruments to be operated precisely according to scientifically designed techniques. |
format |
Article in Journal/Newspaper |
author |
Williams, J. E. D. |
author_facet |
Williams, J. E. D. |
author_sort |
Williams, J. E. D. |
title |
Navigational Aspects of Turboprop Operation on the North Atlantic |
title_short |
Navigational Aspects of Turboprop Operation on the North Atlantic |
title_full |
Navigational Aspects of Turboprop Operation on the North Atlantic |
title_fullStr |
Navigational Aspects of Turboprop Operation on the North Atlantic |
title_full_unstemmed |
Navigational Aspects of Turboprop Operation on the North Atlantic |
title_sort |
navigational aspects of turboprop operation on the north atlantic |
publisher |
Cambridge University Press (CUP) |
publishDate |
1957 |
url |
http://dx.doi.org/10.1017/s0373463300016325 https://www.cambridge.org/core/services/aop-cambridge-core/content/view/S0373463300016325 |
long_lat |
ENVELOPE(-62.681,-62.681,-64.718,-64.718) |
geographic |
Britannia |
geographic_facet |
Britannia |
genre |
North Atlantic |
genre_facet |
North Atlantic |
op_source |
Journal of Navigation volume 10, issue 1, page 31-49 ISSN 0373-4633 1469-7785 |
op_rights |
https://www.cambridge.org/core/terms |
op_doi |
https://doi.org/10.1017/s0373463300016325 |
container_title |
Journal of Navigation |
container_volume |
10 |
container_issue |
1 |
container_start_page |
31 |
op_container_end_page |
49 |
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1792503265436368896 |