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Aviation History
1947
1947 - 2115.PDF
Decemb-r nth, 1947 FLIGHT ADVANCE AMPHIBIAN Structural and Aerodynamic Features of the Most Recent Vickers - Supermarine Seagull NEXT year will see the flight-testing of a number ofnew British aircraft of exceptional technical in-terest. Of these, the Vickers-Supermarine Seagull amphibian flying-boat will mark a major technical advance over current machines of its class, embodying, as it does, a variable-incidence wing in conjunction with a very efficient high-lift system. Aerodynamic and structural features of the design are the outcome of the most thorough research and testing. In the Supermarine Experimental Department at Hursley Park Flight was. lately shown, for example, an elaborate test rig used for proving the variable-incidence gear and flap and slot mechanisms. Completion of the programme planned for this rig will mean that, before the first Seagull takes the air, key components will have been subjected to more reversals than would be demanded during the entire life of the aircraft. The efforts of Mr. J. Smith, the Supermarine Chief Designer, and his technical staff, should result in an aircraft having a speed range of 54-260 m.p.h., the merit of which performance will be especially apparent when it is considered that the Seagull is not only amphibious but is stressed and equipped for deck opera- tion, and that the %vings are designed to fold. Two Seagull prototypes for the Royal Navy are well advanced at Hursley Park, and the first machine should be air-tested at Chilbolton within a few weeks. As a marine aircraft the type will be flown initially off Southampton Water, prior to delivery to Felixstowe and Boscombe Down for official trials. • The basic design of the Seagull—or S.14/44, to give it the Ministry of Supply designation— can be traced back to Specification S.12/40, issued early in the war. An aircraft was required which would be superior to the Walrus and Sea Otter not only in speed but in range, accommodation and general handling charac- teristics. Like the biplanes, it was to meet Naval require- ments for carrier operation and carry armament and equip- ment proper to the spotter/reconnaissance role. Opera- tional requirements having changed, the two Seagull prototypes are now being fitted out to perform air/sea rescue duties. It is instructive to compare the Seagull of to-day with an amphibious biplane flying-boat bearing the same name, intended for similar duties, and built by the Supermarine Aviation Works, Ltd., about twenty-five years ago. The figures are eloquent in showing what has been achieved by refinement of aerodynamic and structural design, the adoption of a high-lift system in conjunction with a Sea Otter, J EVOLUTION OF THE SEAGULL Seagull, 1947 variable-incidence wing and the use of a modern powerplant with contra-rotating v.p. airscrew. Seagull, 1923 Seagull, 194746ft oin 50ft 6in 5,86n lb 14,500 lb9.46 lb/sq ft 33.6 Ib/sq ft 450 h.p. 2,500 h.p. (with methanol). . 108 m.p.h. at S.L. 260 m.p.h. at 11,800ft f. 44 m.p.h. 54 m.p.h. SpanAll-up weight Wing loading Engine power (take-off) Max. speed Landing speed Briefly, the Seagull may be described as an all-metalhigh-wing monoplane deck-landing amphibian flying boat with variable-incidence wing, interconnected leading-edgeslots and slotted flaps, and powered by a Rolls-Royce Griffon engine driving a Rotol contra-rotating tractor air-screw. The flush-riveted Alclad-sheeted hull differs from that
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