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Aviation History
1936
1936 - 2366.PDF
AUGUST 27, I936- FLIGHT. 237 A BRITISH DIVE BOMBER The Hawker P.V .\ : 215 m.p.h. with Pegasus X Engine Dive Bombing with 1,000 lb. Projectile Load T HE last Air Ministry competition for general-pur pose machines (specification G.4/31) brought forth from the Hawker works a private venture type designated the P.V.4, but commonly referred to as the Hawker Dive Bomber because its design was planned with special reference to the diving method of bombing attack. This did not entail the sacrifice of performance or load-carrying capabilities, for, with the Bristol Pegasus engine, its speed and climb were outstandingly good and its military load heavy and varied. In appearance and construction .the machine resembles a scaled-up Hart, but is modified in detail to cope with the stresses imposed by diving at over 300 m.p.h. with a i.ooolb. bomb load beneath the wings. Notwithstanding this, however, the structural weight achieved is remark ably low, being only 27^ per cent, of the fully loaded weight. Capable of operating efficiently as a day or night bomber and of fulfilling the exacting requirements from a general- purpose aircraft, the P.V.4 was designed to carry, in addi tion to the usual fixed equipment, a Vickers gun with 600 rounds of ammunition, a Lewis gun and six 97-round magazines, night-flying gear, a 250 or i.ooolb. bomb load, four sighter-bombs, a desert emergency load of 1401b., and W/T and R/T equipment. The P.V.4 was designed in the first instance to take one of the new Bristol Pegasus X moderately supercharged radials rated at 800/840 h.p', although the prototype appeared first with a &9o h.p. Pegasus III, This unit gave a maximum speed of 180 m.p.h. at 5,000ft., and at 15,000ft. the machine would cruise at 152 m.p.h. for 790 miles. the climb to 10,000ft. occupied only 8.2 minutes and 15,000ft. was reached in 14.5 minutes. A ser vice ceiling of 22,000ft. was obtainable. With the lul 'y supercharged Pegasus IV, rated at 040/670 h.p. at 11.500ft., the following results were obtained: Maximum speed, 200 m.p.h.; cruising speed at 15,000ft., 172 m.p.h. ; range at 15,000ft., °75 miles; climb to 10,000ft. 8.5 minutes; climb to Ia«, ge"efal lay-°ut of the Hawker P.V.4 may be Mittiered from this view. The resemblance to previous wker two-seaters is pronounced. (Flight photograph.) 1 A high-altitude test flight with full military load by Mr. P. W. S. Eulman on the Hawker P.V.4 general-purpose dive bomber bi plane. (Flight photograph.) 15,000ft. 12.6 minutes; service ceiling, 25,000ft. The installation of the Pega sus X brought about still further advances, the maximum speed being no less than 215 m.p.h., which from a large, radial- engined, general-purpose biplane must be considered a brilliant achievement. A standard pattern of Bristol medium-chord ring cowling with nose-type exhaust collector-ring is incorporated, and. the airscrew is a two-bladed wooden type. Actually the engine installed for tests in the P.V.4 was the original Pegasus X which performed the type test for its series. In addition to 328 hours bench running, it has dene about 100 hours in the air, an engine speed of 3,050 r.p.m. lepeatedly being attained during diving tests. The normal r.p.m. are 2,250. In view of the considerably heavier loading, the increased size and heavier construction necessitated by the more arduous duties, the performance figures attained with the P.V.4 compare very favourably with those of the Hart equipped with similar engines. Although the constructional principles employed are similar to these used for the Hart, the overall dimensions of wings, fuselage and tail unit are larger. The main data are as follows: Top span, 40ft. ; bottom span, 32ft. 2in. ; length 29ft. ioin. ; height, lift. roin. ; wing area, 382.5 sq. ft. ; wing loading, 17.41b. sq. ft. ; undercarriage track, 6ft. 7in. ; gross weight, 6,6501b. Engines in the Tropics BRISTOL Pegasus II engines employed in Royal Air Force machines throughout the Middle East, Iraq and Far East Commands are, it is stated, operating with entire satis faction up to the standard overhaul period of 480 hours. No top overhauls are as a rule given during this period, but individual cylinders are checked for compression-tightness at intervals of 25 hours, and, where it is found to be necessary, they are serviced accordingly. Such a creditable record of durability in the tropics affords an instance of the exceptional dependability of these units under adverse climatic conditions Hi i-;>wv. .-. . •... -,,.S>K-i:*. * Mttfc. r tK- . F / - '.-" * , £&i
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