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Published online by Cambridge University Press: 28 July 2016
The development of the gas turbine is so rapid and the thermo-dynamic ingenuity which is being lavished upon it at the present time is so imaginative and varied that the words “ in its forms ” which appear in the title to this paper can mean as much or as little as you please. Partly because I want to limit the scope of this paper to developments which might be expected to be in service within the next five years, and partly because I am frankly not sufficiently acquainted with the characteristics of many of its more advanced forms, I am going to confine myself to a discussion of the effects upon the speed and economy of commercial aviation of the two simplest and immediate variants of the gas turbine— the simple jet-producing turbine and the simple propeller-driving turbine.
*1 Against a 50 m.p.h. head wind plus a 450 mile alternative aerodrome allowance.
*2 The scale of passenger amenities assumed throughout is roughly of Tudor II Standard, becoming a little less spacious as the cruising speed rises and trip-time falls.
Note on page No 343 * Still-air range in this paper is the distance the aeroplane can travel after allowance for fuel used on climb and descent (distance credited to range), taxying, etc., and half hour standoff. It is somewhat less than the product of cruising m.p.g. x fuel capacity which is generally called still-air range, but which we call ultimate range.
