. riG. I.—DU ^XD MOXOPI,.\NE- Showiug absence of bracing wires owing to cantilever construction. weight of the engine not being counteracted) into a dive from which it could not be pulled out. The main difficulty which had to be faced by the commercial aeroplane designer was the production of a machine which would carry an economic load of passen- gers—which was found to be not less than six or eight—with a reasonable engine-power. At first there was nothing between the converted single-engined war- type referred to above capable of carrying a couple of passengers, and the big twin-engi
. riG. I.—DU ^XD MOXOPI,.\NE- Showiug absence of bracing wires owing to cantilever construction. weight of the engine not being counteracted) into a dive from which it could not be pulled out. The main difficulty which had to be faced by the commercial aeroplane designer was the production of a machine which would carry an economic load of passen- gers—which was found to be not less than six or eight—with a reasonable engine-power. At first there was nothing between the converted single-engined war- type referred to above capable of carrying a couple of passengers, and the big twin-engined ex-bombing machine, which had its fuselage made into a cabin to accommodate ten or a dozen travellers. In the one case the horse-power was usually 350-375, while in the latter it totalled 700-750. We have already seen how the machine doubled the earning capacity of the first type. Further progress in this direction was much assisted through the production by the Napier Motor Company of their 450 " Lion" engine, which is at the present time almost a standard fitting in British commercial machines. This made a con- siderable advance on any engine that had existed
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