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Aviation History
1947
1947 - 0019.PDF
JANUARY 2ND, 1947 FLIGHT important information was derived from tests with the Armstrong-Whitwofth AW52G tailless glider, frequently towed to a height of about 16,oooft by a Whitley and released,.measurements being taken by automatic re- corders during the glide. The AW52G was followed by the AW52 twin-jet experimental mailplane, introduced to the Press during December and described in Flight of Decem- ber 19th. Measuring 90ft. in span, and powered by twin Rolls-Royce Nene turbine-jet units, the AW52 incorporates boundary layer control by suction, thermal de-icing, a pressurized crew compartment, and a steerable nose wheel. It promises to be one of the most important British aero- nautical achievements of recent years. General Aircraft, Ltd., have contributed further to the study of tailless aircraft design by building gliders to a Government order. One of these, first flown late in 1944, was described for the first time during 1946. Like the AW 52Gresearch glider, the General Aircraftglider (top) has been used to pro-vide data for the design of large tail-less aircraft. Below is the twin-NeneAW 52, completed during December. Another comparatively * old machine of which particu- lars were released during the year, was the Supermarine 322 "Dumbo." This was originally designed as a deck- landing torpedo-bomter, but, with its variable-incidence wing, is a research aircraft of note. At about the time of the S.B.A.C. Display, Miles Air- craft, Ltd., were permitted to publish many details con- cerning their My.? supersonic design, abandoned by the Ministry of Supply and the Air Ministry for reasons of economy. With its span of 27ft. and its special Power Jets unit the M52 was intended to attain an ultimate speed of about 1,000 m.p.h. The touchdown speed was to be 170 m.p.h., requiring a two-mile landing run. The basic design of the M52 is reproduced in the Vickers pilotless transonic research model, a number of which are now being built for experimental launching from a Mos- quito. POWER UNITS OF 1946 'T'HE past year has been one of great activity for the *• manufacturers of power units, and among gas turbines in particular several entirely new designs have made their bow since last January. Many existing piston and gas turbine engines have undergone intensive development, and despite opinions to the contrary, it is apparent that piston engines of all sizes will continue in regular service for at least five years to come. True, it has now been stated that for military purposes only gas turbines will be ordered in future. The facts remain that a number of excellent piston-engined types are still among our first-line fighters, that all airscrew turbines are still in the_ development stage, and that, except for fighters, no airframes specifically designed or suitable for pure jet power are as yet past the early experimental stage. Turning first to the large piston engines, the most im- portant developments concern the Bristol Hercules 230 (civil 730), Napier Sabre VII, and the Rolls-Royce Griffon 130 and Merlin 620. In addition the special coupled Cen- taurus units for the Bristol 167 prototype are noteworthy. They are two modified type 57s, renamed Type 20, and give, as a pair, over 5,100 h.p. The Hercules 230, which gives a maximum output of 2,055 h.p., is of 38.7 litres capacity. For an increase in weight of 20 per cent over the early Hercules an improve- ment in power output of 50 per cent has been achieved. Using 100/ r3o grade fuel the specific consumption of 0.428 lb/h.p./hr for W.M. cruising is very creditable. Fast and commodi-ous,the Avro Tudor II (top) is seen de-monstrating. Be- low is the first oftwelve Short SofentsforB.O.A.C.The Solent is the civil counterpart ofthe Seaford, de- livered to CoastalCommand Squad- rons during theyear.
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