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Aviation History
1945
1945 - 1911.PDF
34° FLIGHT SEPTEMBER 27™, T945 BLACKBURN FIREBRAND IV with a large radial unit, and in this case ih< problem was complicated b*y virtui: of the fuselage lines of the machine having been kept as slim as possible for use with the Sabre. Further, no reduction in pilot's view, particularly during deck landing, was permissible. In actual fact, however, the Centaurus in no way detracts from the aircraft's appearance. aiirl the pilot's view is even .''lightly improved. The Firebrand II was a Mk I but arranged as a torpedo aircraft, the main structural difference being an in- crease in span by a little more than the torpedo diameter., so that the " mouldy " could be slung between the wheel fairing doors when the under- carriage was down. In the Firebrand III the Centaurus was introduced and, among other things, the torpedo carry- ing gear was made movable so that the angle at which the torpedo was carried could be varied in flight. From this we come to the cunent Mk. IV, which is chiefly distinguished from the Mk. Ill by the larger fin and aero- dynamically balanced rudder incor- porated in the later model. The extraordinarily large vertical area of fin and rudder is, in fact, the dominant feature that first strikes the observer, "but, of course, for purposes of carrier landings which must necessarily be made at the lowest possible speed, and for carrier take-offs, a very large measure of directional stability and control is required to offset in some degree the powerful torque reaction of the high-powered engine/ airscrew combination. Aileron Response Linked with this requirement is the necessity for accurate and rapid aileron response, and there can be little doubt that the problem facing the designer in providing flight controls which give the requisite degree of response at very low speeds yet at the :,ame, time are not too hopelessly powerful at the top end of the speed range is by no means simple of solution. This particular aspect of the designer's work is aggravated in the case of naval aircraft where, carrier landings impose landing-speed restrictions whilst higher and higher top performance is insistently demanded. Unfortunately, the two demands are not compatible and, although the employment of differential spring tabs on Detail of actuating linkage for elevator showing toggle trans-mission for spring tab operation together with inertia weight. This photograph is somewhat unique in that it shows the machine already well into aslow roll whilst wearing a torpedo. A very fine tribute to the machine's handling qualities. control surfaces to provide servo assistance is an engaging interim measure, it can, in the opinion of the writer, by no means be accepted as the final answer to this problem. Layout of the Firebrand is neat and logical and, for a naval machine, is attended, whether by design or fortuitous chance, with praiseworthy lack of complication. This should contribute a good deal to maintenance efficiency and, in addition, enhance the overall value of the aircraft by allowing a high availability factor. Many otherwise excellent aircraft have been damned by their inability to remain serviceable for sustained periods. Wartime Standard It is too early, as yet, to have any clear insight as to the likely future of our very latest fighting aircraft, some of which are still secret, but the fact that the R.A.F. and F.A.A. can now both look forward to n period in which they need not exhibit factual £.ggressiveness does not neces- sarily connote that the aircraft with which they are equipped should be any the less serviceable as fighting machines. Before the war it did not matter very much whether one aircraft needed more attention than another; during the war it did. It would be foolish to go back to that peacetime standard. ' - It is easy to be wise after the event, and it is in some such light that one cannot help viewing the probable work of the Firebrand in the Pacific had not Japan surrendered. As it is, this aircraft has not had a chance to prove its formidable capabilities against our erstwhile active enemies. That the aircraft is formidable there can be no doubt and the writer cannot help but feel a twinge of regret that cir- cumstances, past and recent, prevented it from demonstrat- ing the quality of its powers. Structurally, the Fireband is unusual in that the outer wing panels embrace the Botha precedent of tubular mem- bers, whilst the fuselage is somewhat akin to Typhoon and Tempest by having a tubular girder frame front portion attached to a semi-monocoque rear part. The tubular framework above cockpit-floor level is a superstructure on back-to-back extruded channel-section members which are, in effect, the lower longerons, and spanning these are sheet floors underslung in the forward half and carrying cradle? for supporting the main fuel tank which is installed between
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