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Aviation History
1946
1946 - 1781.PDF
fl 2 SEP SEPTEMBER 12TH, 1946 FLIGHT 261 THE 1,000-M.P.H. M. 52 Features of the Miles Supersonic Aircyaft A model of the MilesM.52. It will be seen that the wing has curvededges and " guillotined " tips. A BELATED and inconspicuousexhibit at the R.A.E. displayof British aircraft last June was a model of the Miles M.52, or E.24/43, supersonic research aircraft. The striking lines of this machine were re- produced in the Vickers rocket-propelled research model, likewise exhibited, and fully described in Flight of July nth, 1946. In February this year work on the M.52 was abandoned by the Air Ministry, at whose request design was initiated three years ago, " for reasons of economy " ; no doubt it was felt that the Vickers pilotless model would provide sufficient data. Design requirements for the M.52 were a speed of 1,000 m.p.h. at 36,000ft, which height it was to attain in i£ minutes. Until exhaustive research had been conducted there could be no clear perception of the form the aircraft was to take. A special wing section was required, not only for supersonic flying but to permit reasonably low speeds with adequate control. Towards solving this problem a Falcon was fitted with a special set of wings of bi-convex section, and later with an " all-moving " tailplane, another feature of the M.52 design. Flight tests showed that the M.52 should be safe and controllable at low speeds. It will be seen from the accompanying photographs that the M.52 truly resembles a "winged bullet." It is 33ft long and has a span of only 27ft. By February this year so much information was avail- able that the detailed design of the M.52 was 90 per cent, complete' Construction of all assembly jigs was finished, arid component assembly well in hand. The cantilever wing is the thinnest ever attempted. Dive- recovery flaps, only a foot long and three inches deep, are fitted. The pilot's pressurized cabin is placed immediately for- ward of the annular air intake to the tuibine-jet unit; the pilot sits ori the floor with his feet raised above the floor level, the nose wheel retracting between them. The cabin is held in position by a special tubular structure in the form of an engine mounting; in emergency the tubes can be cut instantaneously by means of cleats containing plastic explosive, electrically detonated. The cabin having been released, air pressure entering the duct behind it would force the cabin ahead and clear of the main structure. Then a parachute, attached to the cabin, would open. By this means time would be allowed for cabin conditions to deteriorate sufficiently slowly for more normal atmospheric conditions to be attained by the time the pilot was ready to bale out. Landing at 170 m.p.h. As the touch-down speed of the M.52 would be about 170 m.p.h. (requiring a two-mile run before stopping), special tyres and wheels were designed. Obviously, the take-off run at an all-up weight of about 8,2oolb and a wing loading of 581b /sq ft, would also be very long. The special power plant was developed by Power Jets (Research and Development), Ltd. In effect it is a 3- stage unit, the first stage comprising the ordinary turbine- jet unit with centrifugal compressor. Hot gases from this unit flow through a turbine, which also serves as a ducted fan, bringing an additional supply of pure air which is mixed into the stream. The mixture then flows through a duct into which fuel is injected and burned. The mock-up of the M.52 Most of the fuselage space is occupied by the special Power Jets unit, developed from the W.2/700,with thrust augmentation and after-burning.
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