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Aviation History
1945
1945 - 2363.PDF
FLIGHT WOVEMBER 29TH, I945 THE MARTIN-BAKER M-B V Alt three instrument panels can be loweredforward for access to the instruments. In this picture the blind-flying panel is shown lowered. are mounted co-axially, the drive shaft for the front airscrew passing through the drive shaft for the fear airscrew. The fitting of the thrust bearings and location of the shafts in the reduction gear casing is the standard arrangement for Rolls-Royce reduction gears, but provision had to be made for locating the for- ward end^ of the long inner drive shaft. This was done by the pro- vision of a bearing in the hub of the rear air- screw. The reduction ratio is 0.4423 to 1 for both airscrews. The wide - trackundercarriage of the M-B V is operatedby compressed air.. The system hasproved very reliable. The modifications to the Griffon reduc- tion gearing to give contra-rotation were relatively simple. Below, the new gearing is shown diagrammatically and in section. FRONT PROPELLER SHAFT^ REAR PROPELLER SHAFT DOUBLE PH.HON GEAR By using contra-rotating airscrews a greater take-off power can be used, as there is no swing, and perform- ance at altitude is improved. The Griffon 83 has been cleared for a maximum boost of 4- 25 lb. /sq. in., and has a power rating of 2,340 b.h.p. in M.S. gear and 2,120 b.h.p. at 12,250ft. in F.S. gear. A Rolls-Royce Bendix Stromberg injection carburettor is used. In connection with the cooling of the Griffon as in- stalled in the M-B V it may be mentioned that the three radiators are placed one behind the other. First comes the intercooler, then the main cooler, and at the back the oil cooler. This unusual arrangement has the advan- tage that, when warming-up, the heat from the main radiator prevents coring of the oil, and full oil pressure is obtainable within a few minutes of starting-up. The air intake, as already mentioned, extends for- ward to the airscrew spinner. Vertical "splitters" are fitted throughout its length to ensure stiffness and also to reduce turbulence. On actual test this air intake has proved so effective that it added 5,000ft. to the supercharge of the engine. Spectacular Climb Performance figures for the M-B V may not be quoted, but anyone who has seen the machine fly will agree that it looks impressive. The climb in par-, ticular, thanks to the 25 lb. boost of the Griffon, is startling, notwithstand- ing the fact that the wing loading is 44 lb./sq. ft. This high loading is, of course, accompanied by a very low power loading, ,viz., 5 lb./b.h.p., so that the combined loading (wing load- ing multiplied by power loading) is <ajly 220, 41 The Martin-Baker M-B V is not the first fighter designed and built by the firm. A very unorthodox machine was produced some years before the war, designed mainly for ease of production. During the war there followed the M-B III, which had a Napier Sabre engine and a speed of 430 m.ph. at 20,000ft
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