Flight, April 1934

THE SHORT "SCYLLA”
4 Bristol "Jupiter" XF BM Engines

   SINCE the earliest days of flying the name of Short Brothers has been chiefly associated with marine aircraft, and of recent years such flying boats as the "Calcutta," the "Scipio," the "Rangoon," the "Singapore" and the R6/28 have made the name Short a household word where marine aircraft are discussed. When it was announced, about a year ago, that Imperial Airways had placed an order with Short Brothers for two landplanes, there was some little surprise that this old seaplane firm should thus suddenly enter the landplane market. The surprise was caused not by any doubt that Short Brothers could produce an excellent landplane - no one ever doubted that - but by the change of type. Actually, if the subject is examined a little more closely, the change is not nearly as great as might at first be supposed. Imperial Airways, Ltd., have for several years been operating flying boats of the Short "Scipio" class over the Mediterranean section of the England-Egypt air route, and these boats have given quite remarkably good service. From the very beginning they promised well in that not a single modification of any importance was necessary when the first "Kent" (as the class was then called) was launched, and subsequent experience has done nothing to mar that early promise. We doubt if ever before any aircraft has been put on a service and given so much satisfaction and so little trouble as have the three Short boats of the "Kent" class.
   When Imperial Airways came to place an order for large landplanes, it was not unnatural that they should turn to Short Brothers, among others. And when Short Brothers said that they could produce landplane fuselages to fit the superstructure of the "Kents," there was very good reason for adopting this scheme. From the point of view of the operating company, the fact that wings and engine installations, etc., were interchangeable was a great asset in that the number of spares was considerably reduced. From the maker's (and operator's) point of view, the use of an identical superstructure meant that jigs and tools were already in existence, so that manufacturing costs were correspondingly reduced. The logical outcome of these considerations was the "Scylla," as the first of the new machines is called.
   Misfortunes of various sorts have delayed the completion of the "Scylla" until now. When work was begun it was realised that the Short factory at Rochester would not afford space for the final erection of the superstructure on the fuselage, and it was decided to erect the machine finally at the Rochester aerodrome. No hangar was in existence at the time, and estimates indicated that the first machine should be ready for erection before the hangar on the new aerodrome could be finished. As it would obviously be impracticable to build the hangar and erect the machine at the same time, it was decided to erect the machine in the open, and only the concrete floor of the hangar was laid down beforehand. Then, as not infrequently happens, delays occurred in completing the aeroplane, and when the large components, fuselage and wings, were transported to the aerodrome the weather was so bad, with rain and gales, that the work was seriously interfered with, and often had to be stopped altogether. We think a word of praise is due to those Short workers who did the erecting under such difficulties. A cold and miserable job they had, but Mr. Bibby, the works manager, has the heaven-sent gift of inspiring loyalty and willingness, and the work went forward in spite of all obstacles. We have referred to the difficulties encountered because, unless they are known, the delay in delivery might be ascribed to technical "snags," which would be unfair to Mr. Gouge and his assistants.
   Early last week the "Scylla" was finished, and Mr. Lankester Parker was able to make a first test flight, with the machine "light." All was found in order except such minor matters as nearly always require adjustment, and whenever the weather has permitted, Parker has been flying the machine, with gradually increasing loads. When we visited Rochester aerodrome last week, Parker took the "Scylla" up at a gross weight of 30,000 lb., and by the time this article appears a flight will doubtless have been made at the full gross weight of 33,500 lb.
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Accommodation

   An unusual feature of the layout of the "Scylla" is the large proportion of the fuselage space which is occupied by cabins, etc. A glance at the accommodation plan will show that only the, stern quarter or so of the total fuselage length is empty. This wide distribution of the load will necessitate careful trimming, and to facilitate this a special luggage compartment is provided between the two lavatories on the starboard side. This compartment is intended to be used for trimming the machine with various loads. If the machine trims tail down, luggage will be transferred from the main luggage hold behind the cabin to the forward luggage compartment.
   In the extreme nose of the fuselage is the pilots' cabin. This cabin is entirely covered in, but sliding side windows and roof hatches are fitted. Side-by-side seating and dual controls are provided and the instrument board is particularly complete, including in addition to the Smith's instruments a Sperry gyro compass, artificial horizon and a drift indicator, and indirect lighting.
   Behind the pilots' seats is the wireless installation, which includes a Marconi type A.D.41A/42A set and direction-finding gear. The aerial is led out through the floor of the fuselage.
   Immediately aft of the pilots' compartment is the forward cabin, which has seating accommodation for ten passengers. As in the after cabin, the seats are arranged facing each other, six on one side and four on the other. There are large tables between the seats, and a clear gangway down the middle. The decorations are pleasing, and there is an air of spaciousness rarely found on an aeroplane. Plenty of room everywhere is the feeling one has on entering the cabin, and this applies to head room, leg room and elbow room. The forward cabin has been specially set aside for those passengers who wish to smoke.
   The space forward of the wing spar bulkhead frames has been set aside for lavatories, luggage compartment and buffet. As already mentioned, the luggage compartment on the starboard side is used for trimming purposes. On the port side is the buffet, which is provided with every facility for serving meals, the equipment, including an ice chest, fruit racks, wine case, sink, cupboards, etc. If deemed necessary, two stewards will have room enough for their simultaneous duties in attending to the requirements of passengers.
   The after cabin is arranged in a manner similar to that adopted for the forward cabin, but is larger and seats 29 passengers. The windows are large, and in dull weather extra lighting is provided by dome lights in the roof. Pendant lamps are provided over each table. Above the windows are racks for light parcels.
   For heating the cabins muffs are fitted around the exhaust tail pipes, the hot air being led to light aluminium ducts situated at floor level, at the sides of the fuselage. The amount of hot air entering can be regulated by means of circular diaphragm shutters. Fresh air ducts are fitted above the tables, and air is exhausted from the cabins by venturi type exhausters.
   Experience is not yet available concerning the absence of noise in the cabins of the "Scylla," but as the "Scipio" class flying boats are remarkable for their quietness, there is reason to expect the cabins of the "Scylla" to be well above the average standard in this respect also.
   Access to the cabins is by two doors, both on the port side. The main entrance is at the back, behind the after cabin, and as the rear portion of the fuselage is low over the ground when the tail is down, it is possible to step straight in, although normally low steps will probably be used. The front door is situated just aft of the pilots' cockpit, and gives access to a vestibule from which another door leads into the smokers' compartment. When the machine is standing with its tail on the ground, this door is rather high in the air, and fairly tall steps will be necessary. This door is also the one which will be used by the crew in getting into and out of the machine.
   At the moment it is not known where and how Imperial Airways, Ltd., propose to use the "Scylla" and the sister plane the "Syrinx." The full petrol capacity is, as previously mentioned, 625 gallons. This is, of course, far in excess of the requirements of a short journey like that from London to Paris. It is of interest to point out that when the full quantity of petrol is carried, and due allowance is made for its weight and the weight of oil and a crew of four, the pay load (i.e., for 600 miles' range) is approximately 5,250 lb. It would appear that this will not permit of the machine carrying the full complement of 39 passengers if these are all of the normally-assumed average weight, as the 5,250 lb. of pay load corresponds to 39 persons at an average weight of about 135 lb. It is, of course, possible that a certificate of airworthiness may be obtained for a greater gross weight than 33,500 lb., in which case the full complement of full-weight passengers could be carried. On the other hand, the experience of Imperial Airways, Ltd., may be that for stages of 600 miles the machine will never be full, in which case full load may come inside the present gross weight figure.
   We on FLIGHT have long made it a practice to give, as a structural "Figure of Merit," the ratio of gross weight to tare weight of aircraft. For the Short "Scylla" the value is 1.48, which is somewhat below the average and indicates that the structure is rather heavy. It is always desirable, if a fair comparison is to be made, to specify what is included in the term "tare weight." In the case of the "Scylla" the expression includes very elaborate cabin furnishings, and this fact may partly account for the somewhat great weight. Another thing which may have played a part in putting up the empty weight is the necessity of designing the undercarriage for an existing wing arrangement.
   It is possible, although without knowing all the data it is impossible to express a definite opinion, that the use of metal covering for the fuselage has worked out rather heavier than would a fabric-covered structure. Altogether there may be many reasons for the slightly heavy tare weight of the machine. The subject is one of interest mainly to aircraft engineers, and the "Scylla" as she stands is certainly capable of useful work on air lines.