Martin Ocean Transport – MODEL 130

Special new cowling flaps which have now successfully solved the problem of cool- ing a double row engine such as those used here. When opened they increase the suction action of the cowl. This ship, and to a lesser extent the Sikonsky S2. promises the same kind of revolution in occan fiying that the Doug las DC (FORTUNE, May, 1935) brought about in land flying. When Pan Ameri- can asked for it in 1931 it was considered an impossibility. Its appearance on the Pa- cific in 1935 brought to a point six yeats of negotiating for ocean trade routes. Pitot tube for air- speed indicator. Reserve oil tank Oil-fifty gallons for each engine. The four engines are double-row Wasps rated goo horsepower at the ake off. The total of f0o horse power is about cqtual to the pow er of a big railroad locomotive. amatthen Gretde 30 Control Lines Electric Wiring Martin Ocean Transport-Model 130 1. Anchor winch 2. Anchor 3. Ventilator shaft 4 Foghorn 5. Captain 6. First Officer 7. Radio Officer 8. Mail compartment 9. Luggage and express 10. Galley I1. Steward 12. Forward hatch 13. Passenger compartment 14. Flight Engineer 15. Life raft 16. Gas tanks 17. Fuel pump 18. Sea wing 19. Lounge 2o. Footstool life preserver 21. Lavatory 22. Rear hatch and life raft 23. Watertight bulkhead door 24. Crew bunks 25. Water tank 26. Tail light 27. Radio D.F. mast 28. Fixed radio antenna 29. Anchor hatch 3o. Center of gravity, horizontal range 31. Behind here the Navigator have to be reserved for mail, leaving 4.600 pounds, which is the equiva- lent of eighteen passengers with baggage (and 1,000 pounds of express). On a shorter hop less gas would be loaded, more passengers. From Honolulu to Midway for example, which is 1,380 miles, as many as THE revolutionary fact about the Martin is that more than half of its gross weight of 51,000 pounds is useful load, instead of about a third, which has hitherto been the limit. In flying across an ocean useful load is the decisive factor, not only because vast quantities of fuel must be carried, but also because the requisite equipment is more elaborate than the equipment of land planes. The Martin carries such things as an anchor and winch, lifeboats and belts, boat hook, bilge pump, and ropes, besides all the regular aeronautical equipment such as two radios, fire extinguishers, flares, and flying instruments. In addition there is a galley complete with icebox, grili, sink, and dishes. The basic weight of the ship when empty is about 24.200 pounds. Fitted out as a sixteen-passenger sleeper the equipment just referred to totals about 3.165 pounds. Add to this 1,400 pounds for 200 gallons of oil and add another 1.400 pounds for a crew of seven. This gives a total weight of about g0,000 pounds for the ship and equipment before so much as taking off. There are left about 21,000 pounds for fuel and pay load. Theoretically the Martin can stow away about 4.000 gallons of gaso- line, which, at a gallon a mile in still air, using about 75 per cent of horsepower, would give a range of 4,000 miles. But in order to carry so much fuel the ship would have to be stripped since this alone would weigh 24.000 pounds. Actually the Clippers cruise on only about 5o per cent of horsepower. At this output the engines would consume only 2,000 gallons on the 2,400-mile hop to Honolulu, but in allowing thirty-mile head winds Pan American carries at least 2,600. Assuming that this figure will still stand after the present experimental period, the fuel weight would be 15,600 pounds, leaving 5-40o pounds for passen- gers, baggage, mail, and express. By U.S. contract at least 800 pounds thirty pas Honolula be carried. Thus some passengers will have to by boat and pick up the Clipper there. go as far as The general specifications of the ship are: Span, 130 feet Length, go.6 feet (larger than Columbus's Pinta) Power loading. 15-3 pounds per horsepower Wing loading, 22 pounds per square Maximum speed, 180 miles per hour Cruising speed, 150 miles per houn Landing speed, 65 miles per hour (flaps are not used) • 92 . • 93 - Special new cowling ftaps which have now successfully solved the problem of cool- ing a double row engine such as those used here. When opened they increase the suction action of the cowl. This ship, and to a lesser extent the Sikorsky S2. promises the same kind of revolution in ocean flying that the Doug- las DC (FORTUNE, May, 1935) brought about in land flying. When Pan Ameri- can asked for it in 1931 it was considered an impossibility. Its appearance on the Pa- cific in 1935 brought to a point six yeats of negotiating for ocean trade routes. Pitot tube for air- speed indicator. Reserve oil tank Oil-fifty gallons for each engine. The four engines are double-row Wasps rated goo horsepower at the ake off. The total of gfoo horse- power is about cqtual to the power of a big railroad locomotive. matthen Gretdle Control Lines Electric Wiring Martin Ocean Transport-Model 130 1. Anchor winch 2. Anchor 3. Ventilator shaft 4 Foghorn 5. Captain 6. First Officer 7. Radio Officer 8. Mail compartment 9. Luggage and express 10. Galley I1. Steward 12. Forward hatch 13. Passenger compartment 14. Flight Engineer 15. Life raft 16. Gas tanks 17. Fuel pump 18. Sea wing 19. Lounge 20. Footstool life preserver 21. Lavatory 22. Rear hatch and life raft 23. Watertight bulkhead door 24. Crew bunks 25. Water tank 26. Tail light 27. Radio D.F. mast 28. Fixed radio antenna 29. Anchor hatch 3o. Center of gravity, horizontal range 31. Behind here the Navigator have to be reserved for mail, leaving 4.600 pounds, which is the equiva- lent of eighteen passengers with baggage (and 1,000 pounds of express). On a shorter hop less gas would be loaded, more passengers. From Honolulu to Midway for example, which is 1,380 miles, as many as THE revolutionary fact about the Martin is that more than half of its gross weight of 51,000 pounds is useful load, instead of about a third, which has hitherto been the limit. In flying across an ocean useful load is the decisive factor, not only because vast quantities of fuel must be carried, but also because the requisite equipment is more elaborate than the equipment of land planes. The Martin carries such things as an anchor and winch, lifeboats and belts, boat hook, bilge pump, and ropes, besides all the regular aeronautical equipment such as two radios, fire extinguishers, flares, and fying instruments. In addition there is a galley complete with icebox, grill, sink, and dishes. The basic weight of the ship when empty is about 24.200 pounds. Fitted out as a sixteen-passenger sleeper the equipment just referred to totals about g.165 pounds. Add to this 1,400 pounds for 200 gallons of oil and add another 1.400 pounds for a crew of seven. This gives a total weight of about go,000 pounds for the ship and equipment before so much as taking off. There are left about 21,000 pounds for fuel and pay load. Theoretically the Martin can stow away about 4.000 gallons of gaso- line, which, at a gallon a mile in still air, using about 75 per cent of horsepower, would give a range of 4,000 miles. But in order to carry so much fuel the ship would have to be stripped since this alone would weigh 24.000 pounds. Actually the Clippers cruise on only about 50 per cent of horsepower. At this output the engines would consume only 2,000 gallons on the 2.400-mile hop to Honolulu, but in allowing thirty-mile head winds Pan American carries at least 2,600. Assuming that this figure will still stand after the present experimental period, the fuel weight would be 15,600 pounds, leaving 5-400 pounds for passen- gers, baggage, mail, and express. By U.S. contract at least 800 pounds thirty pas Honolula be carried. Thus some passengers will have to by boat and pick up the Clipper there. go as far as The general specifications of the ship are: Span, 130 feet Length, go.6 feet (larger than Columbus's Pinta) Power loading, 15-3 pounds per horsepower Wing loading, 22 pounds per square Maximum specd, 180 miles per hour Cruising speed, 150 miles per houn Landing speed, 65 miles per hour (flaps are not used) • 92 - • 93 · Special new cowling ftaps which have now successfully solved the problem of cool- ing a double row engine such as those used here. When opened they increase the suction action of the cowl. This ship, and to a lesser extent the Sikorsky S2. promises the same kind of revolution in ocean flying that the Doug- las DC (FORTUNE, May, 1935) brought about in land flying. When Pan Ameri- can asked for it in 1931 it was considered an impossibility. Its appearance on the Pa- cific in 1935 brought to a point six yeats of negotiating for ocean trade routes. Pitot tube for air- speed indicator. Reserve oil tank Oil-fifty gallons for each engine. The four engines are double-row Wasps rated goo horsepower at the ake off. The total of gfoo horse- power is about cqtual to the power of a big railroad locomotive. matthen Gretdle Control Lines Electric Wiring Martin Ocean Transport-Model 130 1. Anchor winch 2. Anchor 3. Ventilator shaft 4 Foghorn 5. Captain 6. First Officer 7. Radio Officer 8. Mail compartment 9. Luggage and express 10. Galley I1. Steward 12. Forward hatch 13. Passenger compartment 14. Flight Engineer 15. Life raft 16. Gas tanks 17. Fuel pump 18. Sea wing 19. Lounge 20. Footstool life preserver 21. Lavatory 22. Rear hatch and life raft 23. Watertight bulkhead door 24. Crew bunks 25. Water tank 26. Tail light 27. Radio D.F. mast 28. Fixed radio antenna 29. Anchor hatch 3o. Center of gravity, horizontal range 31. Behind here the Navigator have to be reserved for mail, leaving 4.600 pounds, which is the equiva- lent of eighteen passengers with baggage (and 1,000 pounds of express). On a shorter hop less gas would be loaded, more passengers. From Honolulu to Midway for example, which is 1,380 miles, as many as THE revolutionary fact about the Martin is that more than half of its gross weight of 51,000 pounds is useful load, instead of about a third, which has hitherto been the limit. In flying across an ocean useful load is the decisive factor, not only because vast quantities of fuel must be carried, but also because the requisite equipment is more elaborate than the equipment of land planes. The Martin carries such things as an anchor and winch, lifeboats and belts, boat hook, bilge pump, and ropes, besides all the regular aeronautical equipment such as two radios, fire extinguishers, flares, and fying instruments. In addition there is a galley complete with icebox, grill, sink, and dishes. The basic weight of the ship when empty is about 24.200 pounds. Fitted out as a sixteen-passenger sleeper the equipment just referred to totals about g.165 pounds. Add to this 1,400 pounds for 200 gallons of oil and add another 1.400 pounds for a crew of seven. This gives a total weight of about go,000 pounds for the ship and equipment before so much as taking off. There are left about 21,000 pounds for fuel and pay load. Theoretically the Martin can stow away about 4.000 gallons of gaso- line, which, at a gallon a mile in still air, using about 75 per cent of horsepower, would give a range of 4,000 miles. But in order to carry so much fuel the ship would have to be stripped since this alone would weigh 24.000 pounds. Actually the Clippers cruise on only about 50 per cent of horsepower. At this output the engines would consume only 2,000 gallons on the 2.400-mile hop to Honolulu, but in allowing thirty-mile head winds Pan American carries at least 2,600. Assuming that this figure will still stand after the present experimental period, the fuel weight would be 15,600 pounds, leaving 5-400 pounds for passen- gers, baggage, mail, and express. By U.S. contract at least 800 pounds thirty pas Honolula be carried. Thus some passengers will have to by boat and pick up the Clipper there. go as far as The general specifications of the ship are: Span, 130 feet Length, go.6 feet (larger than Columbus's Pinta) Power loading, 15-3 pounds per horsepower Wing loading, 22 pounds per square Maximum specd, 180 miles per hour Cruising speed, 150 miles per houn Landing speed, 65 miles per hour (flaps are not used) • 92 - • 93 · Special new cowling ftaps which have now successfully solved the problem of cool- ing a double row engine such as those used here. When opened they increase the suction action of the cowl. This ship, and to a lesser extent the Sikorsky S2. promises the same kind of revolution in ocean flying that the Doug- las DC (FORTUNE, May, 1935) brought about in land flying. When Pan Ameri- can asked for it in 1931 it was considered an impossibility. Its appearance on the Pa- cific in 1935 brought to a point six yeats of negotiating for ocean trade routes. Pitot tube for air- speed indicator. Reserve oil tank Oil-fifty gallons for each engine. The four engines are double-row Wasps rated goo horsepower at the ake off. The total of gfoo horse- power is about cqtual to the power of a big railroad locomotive. matthen Gretdle Control Lines Electric Wiring Martin Ocean Transport-Model 130 1. Anchor winch 2. Anchor 3. Ventilator shaft 4 Foghorn 5. Captain 6. First Officer 7. Radio Officer 8. Mail compartment 9. Luggage and express 10. Galley I1. Steward 12. Forward hatch 13. Passenger compartment 14. Flight Engineer 15. Life raft 16. Gas tanks 17. Fuel pump 18. Sea wing 19. Lounge 20. Footstool life preserver 21. Lavatory 22. Rear hatch and life raft 23. Watertight bulkhead door 24. Crew bunks 25. Water tank 26. Tail light 27. Radio D.F. mast 28. Fixed radio antenna 29. Anchor hatch 3o. Center of gravity, horizontal range 31. Behind here the Navigator have to be reserved for mail, leaving 4.600 pounds, which is the equiva- lent of eighteen passengers with baggage (and 1,000 pounds of express). On a shorter hop less gas would be loaded, more passengers. From Honolulu to Midway for example, which is 1,380 miles, as many as THE revolutionary fact about the Martin is that more than half of its gross weight of 51,000 pounds is useful load, instead of about a third, which has hitherto been the limit. In flying across an ocean useful load is the decisive factor, not only because vast quantities of fuel must be carried, but also because the requisite equipment is more elaborate than the equipment of land planes. The Martin carries such things as an anchor and winch, lifeboats and belts, boat hook, bilge pump, and ropes, besides all the regular aeronautical equipment such as two radios, fire extinguishers, flares, and fying instruments. In addition there is a galley complete with icebox, grill, sink, and dishes. The basic weight of the ship when empty is about 24.200 pounds. Fitted out as a sixteen-passenger sleeper the equipment just referred to totals about g.165 pounds. Add to this 1,400 pounds for 200 gallons of oil and add another 1.400 pounds for a crew of seven. This gives a total weight of about go,000 pounds for the ship and equipment before so much as taking off. There are left about 21,000 pounds for fuel and pay load. Theoretically the Martin can stow away about 4.000 gallons of gaso- line, which, at a gallon a mile in still air, using about 75 per cent of horsepower, would give a range of 4,000 miles. But in order to carry so much fuel the ship would have to be stripped since this alone would weigh 24.000 pounds. Actually the Clippers cruise on only about 50 per cent of horsepower. At this output the engines would consume only 2,000 gallons on the 2.400-mile hop to Honolulu, but in allowing thirty-mile head winds Pan American carries at least 2,600. Assuming that this figure will still stand after the present experimental period, the fuel weight would be 15,600 pounds, leaving 5-400 pounds for passen- gers, baggage, mail, and express. By U.S. contract at least 800 pounds thirty pas Honolula be carried. Thus some passengers will have to by boat and pick up the Clipper there. go as far as The general specifications of the ship are: Span, 130 feet Length, go.6 feet (larger than Columbus's Pinta) Power loading, 15-3 pounds per horsepower Wing loading, 22 pounds per square Maximum specd, 180 miles per hour Cruising speed, 150 miles per houn Landing speed, 65 miles per hour (flaps are not used) • 92 - • 93 · Special new cowling ftaps which have now successfully solved the problem of cool- ing a double row engine such as those used here. When opened they increase the suction action of the cowl. This ship, and to a lesser extent the Sikorsky S2. promises the same kind of revolution in ocean flying that the Doug- las DC (FORTUNE, May, 1935) brought about in land flying. When Pan Ameri- can asked for it in 1931 it was considered an impossibility. Its appearance on the Pa- cific in 1935 brought to a point six yeats of negotiating for ocean trade routes. Pitot tube for air- speed indicator. Reserve oil tank Oil-fifty gallons for each engine. The four engines are double-row Wasps rated goo horsepower at the ake off. The total of gfoo horse- power is about cqtual to the power of a big railroad locomotive. matthen Gretdle Control Lines Electric Wiring Martin Ocean Transport-Model 130 1. Anchor winch 2. Anchor 3. Ventilator shaft 4 Foghorn 5. Captain 6. First Officer 7. Radio Officer 8. Mail compartment 9. Luggage and express 10. Galley I1. Steward 12. Forward hatch 13. Passenger compartment 14. Flight Engineer 15. Life raft 16. Gas tanks 17. Fuel pump 18. Sea wing 19. Lounge 20. Footstool life preserver 21. Lavatory 22. Rear hatch and life raft 23. Watertight bulkhead door 24. Crew bunks 25. Water tank 26. Tail light 27. Radio D.F. mast 28. Fixed radio antenna 29. Anchor hatch 3o. Center of gravity, horizontal range 31. Behind here the Navigator have to be reserved for mail, leaving 4.600 pounds, which is the equiva- lent of eighteen passengers with baggage (and 1,000 pounds of express). On a shorter hop less gas would be loaded, more passengers. From Honolulu to Midway for example, which is 1,380 miles, as many as THE revolutionary fact about the Martin is that more than half of its gross weight of 51,000 pounds is useful load, instead of about a third, which has hitherto been the limit. In flying across an ocean useful load is the decisive factor, not only because vast quantities of fuel must be carried, but also because the requisite equipment is more elaborate than the equipment of land planes. The Martin carries such things as an anchor and winch, lifeboats and belts, boat hook, bilge pump, and ropes, besides all the regular aeronautical equipment such as two radios, fire extinguishers, flares, and fying instruments. In addition there is a galley complete with icebox, grill, sink, and dishes. The basic weight of the ship when empty is about 24.200 pounds. Fitted out as a sixteen-passenger sleeper the equipment just referred to totals about g.165 pounds. Add to this 1,400 pounds for 200 gallons of oil and add another 1.400 pounds for a crew of seven. This gives a total weight of about go,000 pounds for the ship and equipment before so much as taking off. There are left about 21,000 pounds for fuel and pay load. Theoretically the Martin can stow away about 4.000 gallons of gaso- line, which, at a gallon a mile in still air, using about 75 per cent of horsepower, would give a range of 4,000 miles. But in order to carry so much fuel the ship would have to be stripped since this alone would weigh 24.000 pounds. Actually the Clippers cruise on only about 50 per cent of horsepower. At this output the engines would consume only 2,000 gallons on the 2.400-mile hop to Honolulu, but in allowing thirty-mile head winds Pan American carries at least 2,600. Assuming that this figure will still stand after the present experimental period, the fuel weight would be 15,600 pounds, leaving 5-400 pounds for passen- gers, baggage, mail, and express. By U.S. contract at least 800 pounds thirty pas Honolula be carried. Thus some passengers will have to by boat and pick up the Clipper there. go as far as The general specifications of the ship are: Span, 130 feet Length, go.6 feet (larger than Columbus's Pinta) Power loading, 15-3 pounds per horsepower Wing loading, 22 pounds per square Maximum specd, 180 miles per hour Cruising speed, 150 miles per houn Landing speed, 65 miles per hour (flaps are not used) • 92 - • 93 · Special new cowling ftaps which have now successfully solved the problem of cool- ing a double row engine such as those used here. When opened they increase the suction action of the cowl. This ship, and to a lesser extent the Sikorsky S2. promises the same kind of revolution in ocean flying that the Doug- las DC (FORTUNE, May, 1935) brought about in land flying. When Pan Ameri- can asked for it in 1931 it was considered an impossibility. Its appearance on the Pa- cific in 1935 brought to a point six yeats of negotiating for ocean trade routes. Pitot tube for air- speed indicator. Reserve oil tank Oil-fifty gallons for each engine. The four engines are double-row Wasps rated goo horsepower at the ake off. The total of gfoo horse- power is about cqtual to the power of a big railroad locomotive. matthen Gretdle Control Lines Electric Wiring Martin Ocean Transport-Model 130 1. Anchor winch 2. Anchor 3. Ventilator shaft 4 Foghorn 5. Captain 6. First Officer 7. Radio Officer 8. Mail compartment 9. Luggage and express 10. Galley I1. Steward 12. Forward hatch 13. Passenger compartment 14. Flight Engineer 15. Life raft 16. Gas tanks 17. Fuel pump 18. Sea wing 19. Lounge 20. Footstool life preserver 21. Lavatory 22. Rear hatch and life raft 23. Watertight bulkhead door 24. Crew bunks 25. Water tank 26. Tail light 27. Radio D.F. mast 28. Fixed radio antenna 29. Anchor hatch 3o. Center of gravity, horizontal range 31. Behind here the Navigator have to be reserved for mail, leaving 4.600 pounds, which is the equiva- lent of eighteen passengers with baggage (and 1,000 pounds of express). On a shorter hop less gas would be loaded, more passengers. From Honolulu to Midway for example, which is 1,380 miles, as many as THE revolutionary fact about the Martin is that more than half of its gross weight of 51,000 pounds is useful load, instead of about a third, which has hitherto been the limit. In flying across an ocean useful load is the decisive factor, not only because vast quantities of fuel must be carried, but also because the requisite equipment is more elaborate than the equipment of land planes. The Martin carries such things as an anchor and winch, lifeboats and belts, boat hook, bilge pump, and ropes, besides all the regular aeronautical equipment such as two radios, fire extinguishers, flares, and fying instruments. In addition there is a galley complete with icebox, grill, sink, and dishes. The basic weight of the ship when empty is about 24.200 pounds. Fitted out as a sixteen-passenger sleeper the equipment just referred to totals about g.165 pounds. Add to this 1,400 pounds for 200 gallons of oil and add another 1.400 pounds for a crew of seven. This gives a total weight of about go,000 pounds for the ship and equipment before so much as taking off. There are left about 21,000 pounds for fuel and pay load. Theoretically the Martin can stow away about 4.000 gallons of gaso- line, which, at a gallon a mile in still air, using about 75 per cent of horsepower, would give a range of 4,000 miles. But in order to carry so much fuel the ship would have to be stripped since this alone would weigh 24.000 pounds. Actually the Clippers cruise on only about 50 per cent of horsepower. At this output the engines would consume only 2,000 gallons on the 2.400-mile hop to Honolulu, but in allowing thirty-mile head winds Pan American carries at least 2,600. Assuming that this figure will still stand after the present experimental period, the fuel weight would be 15,600 pounds, leaving 5-400 pounds for passen- gers, baggage, mail, and express. By U.S. contract at least 800 pounds thirty pas Honolula be carried. Thus some passengers will have to by boat and pick up the Clipper there. go as far as The general specifications of the ship are: Span, 130 feet Length, go.6 feet (larger than Columbus's Pinta) Power loading, 15-3 pounds per horsepower Wing loading, 22 pounds per square Maximum specd, 180 miles per hour Cruising speed, 150 miles per houn Landing speed, 65 miles per hour (flaps are not used) • 92 - • 93 ·