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Aviation Traders projects

Maveric

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Hi all,

have found a list of the projects by the british Aviation Traders. Also a pic of the ATL.96 project.
Do you have pics or drawings of the projects ATL.91/ATL.92/ATL.93/ATL.95 and ATL.99????

Regards Maveric
 

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  • McFarland - The ATL-98 Carvair 42.pdf
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Stargazer2006

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Here is the Aviation Traders Accountant(don't know the inhouse designation for it):
 

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hesham

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Hi Stargazer,


the inhouse designation for Accountant is ATL-90.
 

Arjen

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That one actually flew.


Airliners.net caption:
G-ATEL (cn ATL.90) One of the unsuccessful "Dakota Replacements", the Accountant was built by Freddie Laker's Aviation Traders at Southend. It was powered by two Rolls-Royce Darts. It accommodated 28 passengers and first flew on July 9, 1957. Seen at the 1957 Farnborough air show, it last flew on January 10, 1958 and was scrapped at Southend in February 1960.
 

Stargazer2006

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I absolutely love the way that British aircraft, British cars, British houses, British clothes, British TV shows used to look like NOTHING ELSE in those days.

(that was when the British still cherished their difference and didn't surrender to the influence of world culture, of course...)
 

Arjen

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Stargazer2006 said:
I absolutely love the way that British aircraft, British cars, British houses, British clothes, British TV shows used to look like NOTHING ELSE in those days.
 

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hesham

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Hi,

I think the ATL-94 & ATL-97 were a Carvair Car Ferry variants of the Douglas
DC-6 & DC-7,but I am not sure ?.
 

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taildragger

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I've always wondered
British post-war passenger aircraft often have cockpit arrangements that break the fuselage upper mould line - ie: the fuselage contours do not flow smoothly from the top of the windscreen aft, but are broken immediately behind the cockpit. This is quite evident on the Vickers Viscount, HS 125 and to a lesser degree on the Accountant and the Airspeed Ambassador. My guess is that it has to do with pressurization loads and allows the pressure vessel of the cockpit to be constructed as a near-dome grafted to the near-cylinder of the fuselage, both being efficient shapes for handling the loads. It probably made the pressure load stress calculations easier in the slide-rule era but I'd think that this benefit would be outweighed by penalties in weight, drag and goofy appearance. Does anyone have any actual knowledge of this?
 

hesham

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Hi Taildragger,

that's right,the British commercial aircraft designers was mainly care with performance
than the shape,or on account of configuration.
 

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