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Aviation History
1946
1946 - 0031.PDF
JANUARY 3RD, 1946 FLIGHT opened by gear-operated screwed pins. When that had been done, the wing was folded back by hydraulic rams in the centre section. Normal construction was used in the fuselage. The Alclad frames were notched for the stringers, to which the Alclad skin was riveted. The pilot's cockpit was isolated from the stations of the other mem- bers of the crew, and was reached by climbing up the sides, helped by steps and hand grips, and through the opening uncovered by the slid- ing hood. The crews' stations were reached through a door in the fuselage side. A prone position was ""j^rovided for the bomb aimer, and ' amidships was mounted a Bristol power-operated turret carrying two 0.5m. guns. Navigational equipment included a D.R. compass with three repeaters, a P.4 compass for the pilot, and an 0.2 compass for the observer. A Mk. iv automatic pilot was fitted, and very complete pyrotechnics, including two Very pistols, eight signal cartridges, eight smoke puffs, six recognition cart- ridges, 20 flame floats, eight navigation smoke floats and launching tube, and eight aluminium sea-markers. The Bristol Centaurus III engine, of 2,400 hp., was to be installed in a reverse-flow power plant, supplied com- plete as a unit containing all auxiliaries, etc., ahead of the firewall. Starting was by the Coffmann cartridge system, and auxiliary services included a 1,000 watt 24 volt generator, hydraulic pump, air com- pressor and vacuum pump. As the machine was never finished, only estimated performance figures can be quoted. It was calculated that the maximum all-up w-eight would be 18,250 lb. At that weight the top speed The wing-spar bearings in the sides of the fuselage. Wing incidence was varied byelectrically operated screw jacks. The Folland E.2S/40 with slots and flaps openfor maximum lift. was estimated at 263 m.p.h. at 10,000ft., and cruising speed 230 m.p.h. The cruising range was to be 800 miles for which a tankage of 360 gallons was provided. As explained on the previous page, there were very special reasons for adopting the vari- able-incidence wing in the Folland machine, and it Ls scarcely likely that the scheme will come into general use. It might possibly be worth while on certain aircraft types in conjunction with tricycle un- dercarriages, since the inci- dence could then be set to the values most suitable for take- off and landing, as well as to that which gave the lowest overall drag for cruising. The weight penalty might,, however, be rather heavy. COMBUSTION RESEARCH Concluded from page 13) Test performance of typical chambers is given in the - Experimental Derwent V... Ghost Nene No. of Cham- bers 10 A Fuel con- sumption gal./hour 17.2 57 67 8I.S Air Mass Flow Ib./sec. 2.3 7 8.8 10 Air fuel ratio 60 : 1 55 : 1 59 : 1 55 : 1 above table. The figures of fuel and airflow relate, of course, to a single chamber. Complementary to combustion research the Lucas organisation has been developing the special fuel-injec- tion equipment and the related regulation and control mechanisms. All this work has been carried out in the closest collaboration with Rolls-Royce engineers engaged on the development of the Derwent jet engines. ANDREW DALRYMPLE WITH the death in a flying accident of the Hon. AndrewDalryrnple the aircraft industry has lost a prospectively outstanding aeronautical engineer. Though comparativelylittle known—largely because of his dislike of that habit of self-publicisation which has become an often-ridiculousfeature of modern industry—he had already clearly shown his design abilities and might, if spared, have done great things inthe world of aviation. He was immensely keen on his self- imposed careei and, though the firm of which he was the co-founder was a small one, h: was very far from "playing" at the game of aircraft design and development. With Mr. A. K. Ward he ran an aircraft manufacturing con-cern, Chilton Aircraft, and had, in pre-war days, designed and built a quite outstanding single-seater monoplane. Since thewar, during which his firm was engaged on sub-contract work, he had been interested, pending the arrival of better oppor-tunities for power-driven light aircraft, in sailplane design. As far as visual evidence can show, thd accident, in whichMr. D. Phillips also lost his lite. was caused by structural failure in a FeUelei Storch which had been brought over fromGermany.
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