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Aviation History
1939
1939 - 1866.PDF
JUNE 15, 1939 ffij/sm IN ANOTHER ELEMENT Speed on Water : The New Vosper M FOR some time past Vosper, Ltd., of Portsmouth, have been supplying two classes of marine craft to the Royal Air Force—a 2,000-gallon refuelling tender and a 40ft. sea plane tender powered with three Vosper V.8 engines and capable of 24 knots fully loaded. During a visit to Ports mouth last week we were able to see a large number of the tankers in various stages of con struction, and we also made the acquaintance of another type of Vosper craft, which, if not so intimately concerned with aeronautical duties, at least has such interesting characteristics that it well deserves mention. It is a 70ft. motor torpedo boat, one of four being supplied to the Admiralty. This has been developed from "M.T.B.102," a private-venture craft submitted in 1937. Somewhat similar boats have already been supplied to foreign Governments—four to Norway, two to Sweden, and two to Greece. M.T.B.s are designed for hit-and-run tactics, and in the case of the Vosper boat the hitting power is provided by two 2iin. torpedo tubes, while three Isotta-Fraschini marine engines of 1,150 h.p. each take care of the running. Rather similar in general layout to the famous Isotta " Asso 1,000" aero engine, each unit is an eighteen-cylinder "broad arrow" and has a fresh-water cooling system, the water circulating through a radiator cooled in turn by sea water. This obviates the possi bility of salt-water corrosion. Engine speed is 1,600 r.p.m. cruising and 2,000 r.p.m. at full throttle, in which case the fuel consumption of each unit is 0.47 lb./h.p./hr. It is a rather interesting point that the total power of the three engines, 3,450 h.p., set against the weight of the boat, gives a power loading of about 24 lb. /h.p., which is comparable with aircraft practice. These engines are placed one to port, one to starboard, and one aft, the drive from the last named being brought forward and then geared to the propeller-shaft so that the shaft-angle need not be steeper than that of the other two. This power plant gives the boat a speed considerably in excess of 40 knots. Another interesting feature is the provision of two V.8 engines for the purposes of starting the main engines and other auxiliary- duties, for berthing manoeuvres, and for making silent ap proaches to a target. They share the main cooling system, so that they also warm-up the Isottas for starting. In spite of this impressive power installation, there is still plenty of quite comfortable internal accommodation for a complement of nine. There are two control positions, the ex terior bridge being wind-proofed by an ingenious shielding system which rather suggests the H.P. slot. It was actually evolved from wind-tunnel experiments for destroyers' bridges. 4 T 619 This photograph indicates the graceful yet businesslike lines of the new Vosper craft. " Flight " photographs. The metal-reinforced wooden hull is of the hard-chine (or "sharp-cornered") variety, and is not stepped. Anti-aircraft armament takes the form of two turrets with mountings for a number of light machine-guns. On some of the boats built for foreign Governments Oerlikon shell- guns are fitted. We had the good fortune to make a cruise (if a roaring progression up and down Spit- head at forty-something knots can be so described) in the new boat, and the experience was one we should have been sorry to miss. Lt. Cdr. Peter Du Cane, managing director of Vosper, Ltd., who was at the wheel, made some amazingly tight turns, yet there was no excessive heeling and no skid ding outwards. The general steadiness • was quite remark able, though admittedly there was little more than the wash from steamers to put it to the test. We can quite believe, however, that the boat is com paratively comfortable in a seaway, in spite of her small size and high speed. Capt. R. H. Somerset—who used to be with General Aircraft, Ltd., and who is now with Vosper's—suggested a visit to the engine-room while the Isottas were at full throttle. Possibly being unduly timid, we became uncomfortably conscious of the proximity of fifty-four hard-working con-rods. To our way of thinking, the proper place for three 1,150 h.p. engines is well out on a nose and two wings, and we are definitely intimidated by a warm camshaft casing six inches from each ear. We sought the deck with, we hope, not too obvious haste. At the wheel — Lt.-Cdr. Peter Du Cane, managing director of Vosper, Ltd. Mightier Yet T HE Government's production plans continue to go irre sistibly forward. The immediate construction of three more shadow factories in the Coventry area is now announced. Though no details are available it may be assumed that the new works are for aircraft construction, and they will be operated by the Standard, Daimler and Rootes organisations respectively, all of which already control extensive enterprises of this kind. The Standard factory is to be at Tile Hill, Coventry, the Daimler at Allesley, and the Rootes near Ryton Bridge. It is believed that the works will be built and equipped so that pro duction can begin by Christmas. The Busk Studentship ESTABLISHED in memory of Edward Teshmaker Busk, who lost his life while flying an experimental aeroplane in 1914, the Busk Studentship in Aeronautics has a vacancy for 1939-40, and the trustees hope to make an appointment next month. To the value of about £150, the studentship is intended to enable the holder to engage in aeronautical research, or preparation for research, and especially in those aspects which interested Edward Busk—e.g., stability, gusts and meteor ological factors. Full details of the conditions are obtainable from Prof. B. Melvill Jones, Professor of Aeronautics, Cambridge University ^
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