FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1945
1945 - 2223.PDF
506 FLIGHT NOVEMBER 8TH, 1945 REVELATIONS AT FARNBOROUGH its long-range wing tanks and Mr. Evans showed that, even when so hampered, the IV is a very manoeuvrable aircraft. The most obvious exterior difference between this and the first Mark of Firefly lies in the fact that the radiators are now placed in the leading edge, and it has a larger rudder area and clipped wings. The engine is a Griffon 74 and the maximum speed is 386 m.p.h. at 14,000ft. The official handbook gave this figure as 300 knots, with a rate of climb of 2,500ft./min. Very multi-purpose in its demonstrated form was the Bristol Brigand I with dummy torpedo and rocket pro- jectiles. Even with this full load the Brigand is expected to have a range of 2,200 miles when cruising at 200 m.p.h., while when using auxiliary fuel tanks this range can be extended by another 1,000 miles. The maximum speed at sea level is given at 350 m.p.h. As in the case of its forebears, the Brigand has an extraordinarily large area of split flap and the dive brakes are worked on the bellows system familiar in later marks of Beaufighter. As in the case of the Buckmaster and the Buckingham, power is provided by two Centaurus 57 engines. Mr. Pegg, who flew the machine at Farnborough, made successful efforts For the benefit ofthe deck-landing pilot the Fire-brand has an ad- ditional exteriorA.S.I, so that he can watch boththis and the bats- man. to demonstrate the lightness of the spring - tab controls at high speed. Already seen at two or three recent flying displays and described recently in Flight, the Blackburn Firebrand IV is an example of the new naval "attack" aircraft. It is still somewhat unusual to see a torpedo-carrying machine flying in anything differing much from a perfectly level attitude. The remainder of the aircraft and static exhibits will be dealt with next week. Power IT 11 its A Concourse of Jets : Qerman Rocket Types TT was inevitable that among the power jets on exhibition -*• attention should be focused on turbine-jet engines. This was the first occasion on which a variety of British types had been displayed. Recent publicity had made the early Whittle units, the Rolls-Royce Derwent and the de Havil- land Goblin relatively familiar, but a larger engine by Rolls- Royce and units employing axial-flow compressors by Ann- strong Siddeley .and Metropolitan,-Vickers emphasised the rapidity of the development. On the flying ground a similar interest in jet-propelled aircraft was observable, despite brilliant performances by new aircraft powered by orthodox types of engine. It was akin to the atmosphere at a sports meeting where a bril- liant young athlete is, competing with a number of older and more experienced record-holders. All the poten- tialities appear to be with the newcomer using the new technique, but the champions die hard. Although the Rolls-Royce Nene was making its first "public" appearance it is not a completely new engine. It was designed and built in the short period of 5^ months and first run in October, 1944. Thus it is a parallel rather than a subsequent development of the Derwent, which it resembles in general features and layout. Like the later (Above) Another Rolls-Royce jet unit, the Nene, is largerthan the Derwent and develops a static thrust of s,ooolb. (Top left) This Metropolitan-Vickers jet engine was the firstBritish axial compressor unit to fly. (Bottom left) The Armstrong-Siddeley jet engine has air intake at mid-position and combustion chambers round the axial compressor. L
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
