[{"data":1,"prerenderedAt":-1},["ShallowReactive",2],{"origin-the-rise-of-australasia":3,"chapter-the-rise-of-australasia-the-rise-of-australasia-chapter-968":6},{"origin":4,"title":5},"english","The Rise Of Australasia",{"chapter":7,"nextChapterSlug":19,"prevChapterSlug":20,"totalChapters":21,"novelImage":22},{"id":8,"novel_id":9,"title":10,"slug":11,"index":12,"content":13,"wordcount":14,"created_at":15,"updated_at":15,"volume":16,"translator":17,"content_hash":18},1597065,2064,"Chapter 964: 721: The Era of Flight Arrives","the-rise-of-australasia-chapter-968",968,"\u003Cp>Chapter 964: Chapter 721: The Era of Flight Arrives\u003C\u002Fp>\n\u003Cp>In the unnoticed corner following the eight-year shipbuilding plan, Arthur initiated a new policy aimed at encouraging technological upgrades in the civilian shipbuilding sector.\u003C\u002Fp>\n\u003Cp>When it comes to military shipbuilding, Australasia has certainly reached the forefront of the world.\u003C\u002Fp>\n\u003Cp>However, in the field of civilian shipbuilding, Australasia still lags behind some countries with a long history in the shipbuilding industry.\u003C\u002Fp>\n\u003Cp>industries now only needed encouragement from the government and the royal family to develop vigorously on their own.\u003C\u002Fp>\n\u003Cp>If it were Australasia 20 years ago, without government leadership and substantial funds invested, it would be very difficult for an industry to develop on its own.\u003C\u002Fp>\n\u003Cp>At least in terms of infrastructure, Australasia was now well-equipped. Precisely because of the substantial foundation laid down, the royal family only needed to invest a small amount of funds to control the technological reform of each industry.\u003C\u002Fp>\n\u003Cp>Just as Arthur was about to relax after implementing the policy, he immediately received some good news from the Douglas Company.\u003C\u002Fp>\n\u003Cp>After more than a year, the transport plane DC-1 developed by the Douglas Company finally welcomed its new model, the DC-2, which was an improvement on the first-generation transport plane.\u003C\u002Fp>\n\u003Cp>The DC-2 transport plane still had a full metal body, but the fuselage was extended, and the seating increased from 12 to 14 passengers.\u003C\u002Fp>\n\u003Cp>In terms of power, they still had not adopted the jet engine. After all, a civilian airplane using cutting-edge technology would definitely be studied and replicated by other countries.\u003C\u002Fp>\n\u003Cp>The current jet engines were too advanced, and it was better not to reveal them before other countries had not yet developed them.\u003C\u002Fp>\n\u003Cp>However, even though it was just an improved third-generation aviation engine, the power still saw a significant increase.\u003C\u002Fp>\n\u003Cp>Named the DE-3 aviation specific engine, the planes using this engine had previously been military airplanes.\u003C\u002Fp>\n\u003Cp>In the field of civilian airplanes, the power provided by this engine was definitely excellent, and if not ranked at the very top, it would surely be within the top five.\u003C\u002Fp>\n\u003Cp>The DC-2’s twin-pilot cockpit seats were not included in the total count, which meant that this passenger plane could transport 14 passengers, a considerable improvement in transport efficiency over the previous generation.\u003C\u002Fp>\n\u003Cp>In the report provided by the Douglas Company, the DC-2 transport plane’s top speed had nearly reached 355 kilometers per hour, with a theoretical cruising speed of 265 kilometers per hour and a climb rate of 415 meters per minute, reaching a practical ceiling close to 3855 meters.\u003C\u002Fp>\n\u003Cp>Although the improvements in all aspects were not substantial compared to the previous generation, the fact that two extra seats were added meant a considerable actual enhancement.\u003C\u002Fp>\n\u003Cp>The most significant change was focused on safety. The DC-2 transport plane could ensure a safe landing should any one of the engines lose power, an advantage that twin-engine planes had over single-engine planes.\u003C\u002Fp>\n\u003Cp>As for the result of losing power in both engines at the same time, well, it would crash into pieces.\u003C\u002Fp>\n\u003Cp>Douglas Company wasn’t the only one achieving results.\u003C\u002Fp>\n\u003Cp>It has to be noted, in the field of transport planes, Australasia had three enterprises, namely, Douglas Aircraft Company, Boeing, and Royal Aircraft Manufacturing Factory.\u003C\u002Fp>\n\u003Cp>After being overshadowed by the Douglas Aircraft Company with the DC-1, the Royal Aircraft Manufacturing Factory had been looking to save face.\u003C\u002Fp>\n\u003Cp>A few days after the Douglas Company submitted their report to Arthur, the Royal Aircraft Manufacturing Factory promptly reported their design results for the SF-3, also known as the Big Belly Number Three transport plane.\u003C\u002Fp>\n\u003Cp>Inspired by the DC-1, the Big Belly Number Three transport plane also moved away from a semi-hard shell design and switched to a full metal transport plane design.\u003C\u002Fp>\n\u003Cp>Aircraft Manufacturing Factory and Douglas Aircraft Company in competition, Boeing was equally unwilling to lag behind these two enterprises.\u003C\u002Fp>\n\u003Cp>After all, they had all been acquired by Arthur and belonged to the Royal financial group—attempts to impress in front of Arthur were only natural.\u003C\u002Fp>\n\u003Cp>The Boeing transport plane’s design was tentatively named Boeing 267. Why 267? Because this transport plane had an average cruising speed of 267 kilometers per hour.\u003C\u002Fp>\n\u003Cp>If you talk solely about average cruising speed, the Boeing 267 was the fastest of the three aircraft designs, narrowly leading the DC-2.\u003C\u002Fp>\n\u003Cp>But you can’t judge solely by cruising speed. Compared to the DC-2 and SF-3, which could carry 14 passengers, the Boeing 267 could only accommodate 10 people, excluding the pilot—a significant difference.\u003C\u002Fp>\n\u003Cp>Moreover, as it was Boeing’s first attempt at designing a passenger plane, the Boeing 267 could only carry about 181 kilograms of cargo when fully loaded, lagging behind both the DC-2 and the SF-3 in terms of transport capability.\u003C\u002Fp>\n\u003Cp>In terms of transportation capacity, Boeing clearly put more emphasis on passenger comfort.\u003C\u002Fp>\n\u003Cp>Taking inspiration from airships, Boeing equipped the Boeing 267 with a restroom and increased the space between each seat.\u003C\u002Fp>\n\u003Cp>In this way, it was certainly more comfortable to sit in the more spacious Boeing 267.\u003C\u002Fp>\n\u003Cp>Even more noteworthy was that the Boeing 267 was the first to feature flight attendants, known to all as stewardesses.\u003C\u002Fp>\n\u003Cp>This position was specifically to serve passengers onboard, ensuring the comfort of each traveler.\u003C\u002Fp>\n\u003Cp>It was precisely because of the inclusion of restrooms and flight attendresses that the Boeing 267 could only carry ten passengers.\u003C\u002Fp>\n\u003Cp>However, as it was a product meant for commercial use, what mattered most in practice—cargo capacity or comfort—would truly be determined by the market’s actual experience.\u003C\u002Fp>\n\u003Cp>Receiving the design outcomes for three different transport planes over several days left Arthur with little inclination to review their results one by one.\u003C\u002Fp>\n\u003Cp>After some consideration, Arthur decided to hold a World Aircraft Expo in Australasia; it was the perfect opportunity to launch these three types of transport planes and kickstart the era of global flight.\u003C\u002Fp>\n\u003Cp>First and foremost was to establish the reputation of the so-called World Aircraft Expo.\u003C\u002Fp>\n\u003Cp>This was actually quite easy to achieve, especially for a king like Arthur.\u003C\u002Fp>\n\u003Cp>On February 11th, 1929, the Australasian Government announced that a World Aircraft Expo would be held from March to April, where Australasia’s three civilian aircraft designs would be revealed to the public.\u003C\u002Fp>\n\u003Cp>During this period, Australasia would establish various airline companies and open the world’s first global route for transport planes.\u003C\u002Fp>\n\u003Cp>Since the first global airship voyage had been organized by Australasia, this World Aircraft Expo also attracted quite a bit of attention.\u003C\u002Fp>\n\u003Cp>Though airships had been a failure in the military realm, no one blamed Australasia for it.\u003C\u002Fp>\n\u003Cp>After all, in those days, only the rich could afford to travel by airships; the poor rarely even got the chance to lay eyes on one.\u003C\u002Fp>\n\u003Cp>uals across the globe. If there were truly a faster and relatively safer mode of transport, the rich would be very willing to choose it.\u003C\u002Fp>\n\u003Cp>To increase potential customers’ trust in these airplanes, the Australasian Royal Family publicly stated it would purchase a transport plane as a royalm jet.\u003C\u002Fp>\n\u003Cp>This also garnered more attention from airlines and the wealthy worldwide for the airplanes; after all, the Australasian Royal Family surely knew about the safety of these transport planes.\u003C\u002Fp>\n\u003Cp>If even the Australasian Royal Family was making a purchase, what was there for them to worry about?\u003C\u002Fp>",1211,"2026-06-06T09:31:58.107Z",1,"novelbin.me","0883c185e6727013205d4c30b3e9195d8b4fb19ea6893551b97176fcc5bac6db","the-rise-of-australasia-chapter-969","the-rise-of-australasia-chapter-967",1367,"https:\u002F\u002Fnovelzhen.com\u002Fimages\u002Fcovers\u002Fthe-rise-of-australasia-cover.jpg"]